Control methods and control devices for electric vehicles

Abstract

The electric vehicle (100) has a motor (10) and a coupling (101) to travel in a manner that pulls other vehicles, namely coupled vehicles (102), at the coupling (101). At this time, a basic torque target value, namely a first torque target value (T), representing the torque that the motor (10) should output, is calculated based on the vehicle operation. m1 *). Furthermore, based on the dynamic characteristics of the connection section (101) to which the connected vehicle (102) is connected, a correction process is applied to the basic torque target value to suppress the front-to-back vibration components generated in the electric vehicle (100) due to the connection of the connected vehicle (102) to the connection section (101). From this, a sixth torque target value (T) used as the final torque command is calculated. m6 *). Then, the motor (10) is controlled based on this final torque command value.

Description

Technical Field

[0001] This invention relates to a control method and a control device for an electric vehicle. Background Technology

[0002] JP2003-009566A discloses a control method for suppressing vibrations generated in electric vehicles based on the torque transmission characteristics of a power transmission mechanism connected between the output shaft of a motor and the drive wheel. Summary of the Invention

[0003] Vibration control is based on the torque transmission characteristics of the power transmission mechanism, which can suppress vibrations caused by road slope, gear backlash, and drive shaft torsion.

[0004] On the other hand, electric vehicles sometimes travel by towing other vehicles. When an electric vehicle travels by towing other vehicles, the total weight of the towing electric vehicle and the towed vehicle is the actual vehicle weight of the electric vehicle. Therefore, the change in vehicle weight that must be considered when an electric vehicle is towing is a large change that cannot be ignored.

[0005] Furthermore, the torque transmission characteristics of the power transmission mechanism are modeled based on the weight of the electric vehicle. Therefore, when there are significant changes in the actual vehicle weight due to towing other vehicles, conventional vibration control methods sometimes fail to achieve sufficient vibration reduction. Additionally, the torque transmission characteristics of the power transmission mechanism are typically defined by its construction and do not reflect the presence or absence of towing. Consequently, conventional vibration control methods cannot adequately suppress vibrations caused by towing other vehicles. That is, when the electric vehicle is towing, conventional vibration control methods cannot achieve sufficient vibration reduction, resulting in vibrations within the electric vehicle. Consequently, during towing, the electric vehicle sometimes fails to achieve the torque increase and smooth acceleration requested by vehicle operation.

[0006] The purpose of this invention is to provide a control method and a control device for an electric vehicle that can achieve a smooth acceleration and increase in torque requested by vehicle operation, even when the electric vehicle is in traction mode.

[0007] One aspect of the present invention is a control method for an electric vehicle having a motor as a drive source and a coupling for connecting to other vehicles, the electric vehicle traveling in a manner that tows other vehicles connected to the coupling, i.e., coupled vehicles. In this control method, a basic torque target value representing the torque that the motor should output is calculated based on vehicle operation. Furthermore, based on the dynamic characteristics of the coupling connected to the coupled vehicles, correction processing is applied to the basic torque target value to suppress the front-to-back vibration components generated in the electric vehicle due to the coupled vehicles at the coupling, thereby calculating a final torque command value. Then, the motor is controlled based on this final torque command value. Attached Figure Description

[0008] Figure 1 This is an explanatory diagram showing the general structure of an electric vehicle.

[0009] Figure 2 This is a block diagram showing the structure of the motor controller.

[0010] Figure 3 This is a graph showing an example of accelerator pedal opening versus torque meter readings.

[0011] Figure 4 This is an explanatory diagram showing the dynamic model of an electric vehicle connected to a connecting vehicle at the connecting part.

[0012] Figure 5 This is a block diagram showing the structure of the front and rear vibration suppression sections.

[0013] Figure 6 This is a block diagram showing the structure of the total weight calculation unit.

[0014] Figure 7 This is a block diagram showing the structure of the weight calculation unit of an electric vehicle.

[0015] Figure 8 This is a block diagram showing the structure of the inherent vibration suppression part.

[0016] Figure 9 This is a block diagram showing the structure of the vibration suppression section of the power transmission mechanism.

[0017] Figure 10 This is a graph showing the transmission characteristic H2(s) used by the interference estimation unit.

[0018] Figure 11 This is a block diagram showing the structure of the current command value calculation unit and the current control processing unit.

[0019] Figure 12 It is a timing diagram showing the forward and backward acceleration, etc., during traction.

[0020] Figure 13 It is a timing diagram showing the front-to-rear acceleration, etc., when the weight of the connected vehicle is large.

[0021] Figure 14 This is a block diagram showing a partial structure of the vibration reduction control unit according to the second embodiment.

[0022] Figure 15 This is a block diagram showing the structure of the front and rear vibration suppression section in the third embodiment.

[0023] Figure 16 This is a block diagram showing the structure of the inherent vibration suppression part of the third embodiment.

[0024] Figure 17 It is a flowchart related to the updating of natural vibration frequencies, etc.

[0025] Figure 18 It is a timing diagram showing the forward and backward acceleration, etc., in a driving scenario where the natural vibration frequency is updated.

[0026] Figure 19 It is a time sequence diagram showing the acceleration, etc. before and after updating the natural vibration frequency, etc.

[0027] Figure 20 This is a block diagram showing a partial structure of the vibration reduction control unit in the case of compensating for the front and rear vibrations and the vibrations of the power transmission mechanism that are inherent to traction travel in a substantially integrated manner. Detailed Implementation

[0028] The embodiments of the present invention will now be described with reference to the accompanying drawings.

[0029] <First Implementation Method>

[0030] Figure 1 This is an explanatory diagram showing the general structure of the electric vehicle 100. The electric vehicle 100 can connect to other vehicles and travel by towing those other vehicles. These other vehicles may be, for example, vehicles capable of autonomous travel or vehicles without autonomous travel capabilities (trailers). In this embodiment, the electric vehicle 100 functions as a towing vehicle for other vehicles, but the electric vehicle 100 can also travel without towing other vehicles. Figure 1 As shown, the electric vehicle 100 includes a motor 10, a battery 11, an inverter 12, and a motor controller 13.

[0031] Motor 10 is the drive source for electric vehicle 100. The torque generated by motor 10 (hereinafter referred to as motor torque T) m(Not shown) The energy is transmitted to the drive wheel 23 via the reducer 21 and drive shaft 22. Furthermore, when the motor 10 is rotated by the drive wheel 23, it can generate regenerative braking force on the drive wheel 23 through so-called regenerative control. Thus, the motor 10 recovers the kinetic energy of the electric vehicle 100 as electrical energy. In this embodiment, the motor 10 is, for example, a three-phase AC synchronous motor. The current i flowing through each phase of the motor 10 can be detected using a current sensor 24. u 、i v 、i w Additionally, a rotation sensor 25, such as a rotary transformer or encoder, is used to detect the rotor phase θ of the motor 10. Furthermore, the reducer 21 and the drive shaft 22 constitute a power transmission mechanism (torque transmission system) that transmits power (torque) from the motor 10 to the drive wheel 23.

[0032] Battery 11 provides power to drive motor 10 via inverter 12. Additionally, battery 11 can be charged using regenerative power generated in motor 10 through regenerative control. Battery 11 is a DC power source. For example, the DC voltage V output by battery 11 is detected by voltage sensor 26. dc The DC voltage V is directly obtained from the voltage sensor 26. dc Alternatively, the DC voltage V can be obtained via a battery controller (not shown). dc .

[0033] Inverter 12 converts the DC power supplied from battery 11 into AC power and supplies this AC power to motor 10. Additionally, inverter 12 converts the AC regenerative power input from motor 10 via regenerative control into DC power and inputs it to battery 11. Inverter 12 consists of multiple switching elements (not shown), which are switched on / off to convert DC power from battery 11 into AC power. Similarly, inverter 12 converts the AC regenerative power input from motor 10 into DC power by switching on / off the switching elements. Two pairs of switching elements are provided for each phase of motor 10. Furthermore, the switching elements are power semiconductor devices such as IGBTs (Insulated Gate Bipolar Transistors) and MOS-FETs (Metal-Oxide-Semiconductor Field-Effect Transistors).

[0034] The motor controller 13 generates a PWM signal (pulse width modulation signal) as a drive signal for the inverter 12 based on various vehicle variables that represent the control state of the electric vehicle 100 or the various parts constituting the electric vehicle 100. Then, the motor controller 13 drives the inverter 12 according to the generated PWM signal, thereby controlling the motor 10.

[0035] In this embodiment, the motor controller 13 acquires or calculates the rotor phase θ and current i. u 、iv 、i w DC voltage V dc Forward and backward acceleration A L1 Accelerator pedal opening A po Suspension travel ST FL ST FR ST RL ST RR and traction signal SW T etc., to be used as vehicle variables.

[0036] Forward and backward acceleration A L1 This is the forward and backward acceleration (longitudinal) of the electric vehicle 100, detected, for example, by an acceleration sensor not shown. Additionally, the forward and backward acceleration A... L1 Sometimes this is obtained from a controller that is not shown in the diagram. Additionally, the accelerator pedal opening A... po This is a parameter indicating the amount of operation of the accelerator pedal installed in the electric vehicle 100, detected by sensors (not shown). Accelerator pedal opening A po This indicates the amount of driving force (torque) requested for the electric vehicle 100 in accordance with vehicle operation.

[0037] Suspension travel ST FL ST FR ST RL ST RR These are the suspension travel amounts for the left front wheel, right front wheel, left rear wheel, and right rear wheel of the electric vehicle 100. Suspension travel amount ST FL ST FR ST RL ST RR The travel is detected by suspension travel sensors 27 installed on each suspension. Furthermore, in this embodiment, the front wheels of the electric vehicle 100 are drive wheels 23, and the rear wheels are driven wheels.

[0038] Traction signal SW T This is the signal output by the traction travel switch 28. The traction travel switch 28 is located at the connection part 101 of the electric vehicle 100 (see reference). Figure 4 This is a control mode switching switch operated by the driver or others when the vehicle is connected to and towing other vehicles. The connection part 101 is a component for connecting other vehicles, such as a towing component called a trailer hitch. Hereinafter, other vehicles (such as towed vehicles) connected to the connection part 101 and towed by the electric vehicle 100 will be referred to as "connecting vehicle 102".

[0039] In this embodiment, the traction travel signal SW TThis is the criterion for determining whether the electric vehicle 100 is engaged in towing. Specifically, when the electric vehicle 100 is used to tow the connected vehicle 102, the towing signal SW is activated by operating the towing switch 28. T It is set to on. Furthermore, the motor controller 13 is based on the traction driving signal SW. T The system determines whether the connecting part 101 is connected to the connecting vehicle 102, i.e., whether traction is being performed. Then, the motor controller 13 changes the vibration damping control settings used to suppress vibrations generated in the electric vehicle 100 based on the determination result.

[0040] Figure 2 This is a block diagram showing the structure of the motor controller 13. The motor controller 13 is composed of one or more computers and is programmed to repeatedly execute the processes described below at a predetermined cycle. Specifically, the motor controller 13 includes an input processing unit 31, a first torque target value calculation unit 32 (basic torque target value calculation unit), a vibration reduction control unit 33 (correction processing unit), a current command value calculation unit 34, and a current control processing unit 35.

[0041] The input processing unit 31 performs input processing for acquiring or calculating vehicle variables used in various control and / or calculations performed by the motor controller 13. For example, the input processing unit 31 acquires rotor phase θ, current i u 、i v DC voltage V dc Forward and backward acceleration A L1 Accelerator pedal opening A po Suspension travel ST FL ST FR ST RL ST RR and traction signal SW T , to be used as vehicle variables.

[0042] The input processing unit 31 calculates the rotor angular velocity ω [rad / s] (electric angular velocity) of the motor 10 by differentiating the rotor phase θ (electric angle). The input processing unit 31 then calculates the rotational speed (hereinafter referred to as motor speed) ω of the motor 10 by dividing the rotor angular velocity ω by the number of pole pairs of the motor 10. m [rad / s] (mechanical angular velocity). Furthermore, the input processing unit 31 sometimes uses the motor speed ω... m The motor speed N is calculated by multiplying by the unit conversion factor (60 / 2π). m [rpm].

[0043] In addition, in this embodiment, the current sensor 24 detects the U-phase current i u and V-phase current i vTherefore, the input processing unit 31 uses the U-phase current i based on the following equation (1). u and V-phase current i v To calculate the phase current i of phase W w .

[0044] [Number 1]

[0045] i w =-i u -i v (1)

[0046] The first torque target value calculation unit 32 calculates the first torque target value based on the accelerator pedal opening A. po and motor speed ω m To calculate the first torque target value T m1 *. First target torque value T m1 * is the target torque value calculated based on vehicle operation, representing the torque that motor 10 should output (motor torque T). m That is, the first target torque value T. m1 * is the basic torque target value (basic torque target value) used to generate the driving force requested by the electric vehicle 100.

[0047] Figure 3 This is a graph showing an example of accelerator pedal opening versus torque meter readings. (Example) Figure 3 As shown, the accelerator pedal opening A is determined through experiments or simulations. po and motor speed ω m Compared with the first torque target value T m1 *A table obtained by pre-establishing associations. The first torque target value calculation unit 32 is based on the accelerator pedal opening A. po and motor speed ω m The first target torque value T is calculated by referring to the accelerator pedal opening-torque table. m1 *

[0048] Vibration control unit 33 (refer to) Figure 2 The vibration reduction control process is executed, in which the first torque target value T is corrected. m1 *To calculate the sixth torque target value T m6 * This enables the suppression of vibrations generated in the electric vehicle 100. Sixth torque target value T m6 *This is used as the final command value for the torque that motor 10 should output, i.e., the final torque command value.

[0049] In this embodiment, there are two types of vibrations generated in the electric vehicle 100. One type is the inherent vibration generated when the electric vehicle 100 is traveling while towing the connected vehicle 102, due to the connection of the connected vehicle 102 at the connecting part 101. This vibration occurs in the longitudinal direction of the electric vehicle 100. Hereinafter, the vibration generated due to the connection of the connected vehicle 102 at the connecting part 101, corresponding to changes in acceleration in the longitudinal direction, will be referred to as longitudinal vibration. The other type of vibration is due to the transmission of motor torque T from the power transmission mechanism to the drive wheel 23. m The resulting vibrations include, for example, vibrations caused by disturbances such as road surface slope, and vibrations caused by gear backlash, torsion of drive shaft 22, etc. Hereinafter, the vibrations generated in the power transmission mechanism will be referred to as power transmission mechanism vibrations.

[0050] In this embodiment, in order to suppress these vibrations, the vibration control unit 33 includes a front and rear vibration suppression unit 36 ​​and a power transmission mechanism vibration suppression unit 37.

[0051] The front and rear vibration suppression unit 36 ​​performs front and rear vibration suppression processing. This processing suppresses front and rear vibrations generated when the linked vehicle 102 is towed, based on the dynamic characteristics of the connection part 101 to which the linked vehicle 102 is connected. The dynamic characteristics of the connection part 101 to which the linked vehicle 102 is connected refer to the time-varying movement of the connection portion (including the connection part 101) caused by the connection of the linked vehicle 102 to the connection part 101. For example, the natural vibration frequency ω... t Attenuation coefficient ζ t This is an index or parameter used to determine the change of the connection part over time. Therefore, in this embodiment, the change of the connection part over time is determined by its natural vibration frequency ω. t Attenuation coefficient ζ t or natural vibration frequency ω t and attenuation coefficient ζ t The two parties will determine this.

[0052] Specifically, the front and rear vibration suppression unit 36 ​​is based on the traction driving signal SW T To determine whether the connecting part 101 is connected to the connecting vehicle 102.

[0053] When the connecting part 101 is connected to the connecting vehicle 102, the front and rear vibration suppression part 36 controls the first torque target value T. m1 *Perform the first vibration reduction correction process to reduce or eliminate the vibration components before and after the vibration, and then calculate the second torque target value T. m2 *(refer to Figure 5 Then, the front and rear vibration suppression unit 36 ​​sets the second torque target value T. m2 *The output of the front and rear vibration suppression unit 36 ​​is the third torque target value T.m3 * Output. The front and rear vibration suppression unit 36 ​​is based on the front and rear acceleration A. L1 and suspension travel ST FL ST FR ST RL ST RR This is used to perform the first vibration reduction correction treatment.

[0054] On the other hand, when the connecting part 101 is not connected to the connecting vehicle 102, that is, when no front-to-back vibration occurs, the front-to-back vibration suppression part 36 sets the first torque target value T. m1 *Directly used as the third torque target value T m3 * Output.

[0055] The vibration suppression unit 37 of the power transmission mechanism suppresses the third torque target value T. m3 *Further implementation of a second vibration reduction correction process (power transmission mechanism vibration suppression process) to suppress vibration of the power transmission mechanism, calculating the sixth torque target value T in a manner that does not sacrifice the response of the drive wheel 23. m6 *. Vibration suppression unit 37 of the power transmission mechanism is based on motor speed ω. m This is used to perform the second vibration reduction correction process.

[0056] The current command value calculation unit 34 is based on the sixth torque target value T m6 * Motor speed ω m and DC voltage V dc To calculate the target value i of the d-axis current. d * and q-axis current target value i q *(Below, referred to as the dq-axis current target value i) d *、i q *). Additionally, the current command value calculation unit 34 calculates the d-axis non-interference voltage V. d-dcpl * and q-axis non-interference voltage V q-dcpl *(Below, referred to as non-interference voltage V) d-dcpl *、V q-dcpl *), to suppress current caused by interference between the dq axes. The current command value calculation unit 34, for example, is equipped with the ability to calculate the sixth torque target value T through experiments or simulations. m6 * Motor speed ω m and DC voltage V dc With respect to the target value of the dq-axis current i d *、i q *and non-interference voltage V d-dcpl *、V q-dcpl *A mapping table is pre-established to obtain the association. Therefore, the current command value calculation unit 34 calculates the value relative to the sixth torque target value T by referring to this mapping table. m6 * Motor speed ω mand DC voltage V dc The corresponding target value of the dq axis current i d *、i q *and non-interference voltage V d-dcpl *、V q-dcpl *

[0057] The current control processing unit 35 is based on the target value i of the dq axis current. d *、i q *and non-interference voltage V d-dcpl *、V q-dcpl *, to calculate the PWM signal D uu *、D ul *、D vu *、D vl *、D wu *、D wl *(refer to Figure 11 The current control processing unit 35 processes the PWM signal D. uu *、D ul *、D vu *、D v1 *、D wu *、D wl * drives inverter 12, thereby outputting the sixth torque target value T. m6 *Corresponding motor torque T m .

[0058] The specific structures of the vibration damping control unit 33 and the current control processing unit 35 in the motor controller 13 configured as described above will be described in detail below.

[0059] [Structure of the vibration reduction control unit]

[0060] First, a dynamic model of the electric vehicle 100, which is connected to the connecting vehicle 102 at the connecting part 101, and the torque T of the electric vehicle 100 from the motor are presented. m To the motor speed ω m Transmission characteristics G p (s) is explained.

[0061] Figure 4 This is an explanatory diagram showing the dynamic model of an electric vehicle 100 connected to a connecting vehicle 102 at a connecting section 101. According to... Figure 4 The kinematic model shown shows that the equation of motion for the electric vehicle 100 can be expressed by equations (2) to (7) below. In addition, the equation of motion for the electric vehicle 100 connected to the connecting vehicle 102 at the connecting part 101 can be expressed by equations (8) to (11) below.

[0062] [Number 2]

[0063] Jm ·ω m ·s=T m -T d / N (2)

[0064] 2J w ·ω w ·S=T d -rF (3)

[0065] M1·V1·S=F+F r (4)

[0066] T d =K d ·θ d (5)

[0067] F = K t ·(rω m -v1) (6)

[0068]

[0069] F r =C F ·s·(x2-x1)+K F ·(x2-x1) (8)

[0070] M2·S 2 ·x1=-C F .s·(x2-x1)-K F ·(x2-x1) (9)

[0071] v1=S·x1 (10)

[0072] v2=S·x2 (11)

[0073] Figure 4 The parameters shown in the above equations of motion are as follows. Furthermore, "s" is the Laplace operator.

[0074] J m Motor inertia

[0075] J w Drive wheel inertia (a quantity corresponding to a single wheel)

[0076] K d Torsional stiffness of the drive shaft

[0077] K t Coefficients related to tires and road surface

[0078] N: Total transmission ratio

[0079] r: Tire load radius

[0080] ω m Motor speed

[0081] ω w Drive wheel speed

[0082] θ m Motor angle

[0083] θ w : Angle of drive wheels

[0084] T m Motor torque

[0085] T d Drive shaft torque

[0086] F: Driving force (the amount corresponding to the two wheels)

[0087] v1: Vehicle speed

[0088] v2: Connects the vehicle's speed

[0089] x1: Distance traveled by the electric vehicle

[0090] x2: The distance the connected vehicle has traveled.

[0091] M1: Weight of electric vehicles

[0092] M2: Weight of the connected vehicle

[0093] C F Viscosity properties (coefficient of viscosity)

[0094] K F Elastic properties (elastic coefficient)

[0095] F r Force applied to the connecting part

[0096] When the motor torque T is calculated based on equations (2) to (7) m To the motor speed ω m Transmission characteristics G p When (s), it becomes the following formula (12).

[0097] [Number 3]

[0098]

[0099] Each parameter in equation (12) is represented by equation (13) below. In addition, “M” in equation (13) is the total weight of electric vehicle 100 and connected vehicle 102 (=M1+M2).

[0100] [Number 4]

[0101]

[0102] When the transfer characteristic G shown in equation (12) is investigated p When the poles and zeros of (s) are known, it can be approximated by the form shown in equation (14) below. Moreover, a pole and a zero show extremely close values. This is equivalent to the case in equation (14) where α and β show extremely close values.

[0103] [Number 5]

[0104]

[0105] Therefore, by performing a pole-zero cancellation approximating α = β in equation (14), the (second-order) / (third-order) transfer characteristic G can be obtained as shown in equation (15) below. p (s). In equation (15), “ω” p "This is because the power transmission mechanism transmits the motor torque T." m The frequency of the resulting natural vibration. In equation (15), "ζ" p " is the attenuation coefficient of the inherent vibration generated by the power transmission mechanism.

[0106] [Number 6]

[0107]

[0108] The transfer characteristic G expressed by the above equation (15) p (s) is the vehicle model of electric vehicle 100. Furthermore, the attenuation coefficient ζ... p The transitivity G of the standard response set to "1" r (s) is expressed by the following formula (16).

[0109] [Number 7]

[0110]

[0111] Furthermore, according to equations (2) to (6) in the equation of motion of the electric vehicle 100, the motor torque T m Transmission characteristics of driving force F G pF (s) is expressed in the form of the following formula (17).

[0112] [Number 8]

[0113]

[0114] Based on the equations of motion of the electric vehicle 100, which is connected to the connecting vehicle 102 at the connecting part 101, namely equations (8) to (11), the transmission characteristics from the driving force F(s) of the electric vehicle 100 to the vehicle speed v2(s) of the connecting vehicle 102 are expressed by the following equation (18).

[0115] [Number 9]

[0116]

[0117] Furthermore, by investigating the poles, the transmission characteristics of equation (18) can be approximated as those of a second-order vibration system, as shown in equation (19) below. In equation (19), "ω" t "ζ" is the inherent vibration frequency of the forward and backward vibration generated in the electric vehicle 100 due to the connection of the connecting vehicle 102 at the connecting part 101. Additionally, in equation (19), "ζ" t " is the attenuation coefficient of the inherent vibration.

[0118] [Number 10]

[0119]

[0120] The following section will describe in detail the specific structures of the front and rear vibration suppression section 36 and the power transmission mechanism vibration suppression section 37 that constitute the vibration control section 33, based on the aforementioned equations of motion and transmission characteristics.

[0121] Figure 5 This shows the front and rear vibration suppression section 36 (see reference). Figure 2 A block diagram of the structure. (e.g.) Figure 5 As shown, the front and rear vibration suppression unit 36 ​​includes a total weight calculation unit 41, an electric vehicle weight calculation unit 42, a connecting vehicle weight calculation unit 43, an inherent vibration suppression unit 44, and a torque target value switching unit 45.

[0122] Total weight calculation unit 41 is based on forward and backward acceleration A L1 and the third torque target value T m3 *(previous value) to estimate the total weight M ^ Total weight M ^ This is an estimate of the total weight M, which is the sum of the weight of the electric vehicle 100 (hereinafter referred to as the electric vehicle weight M1) and the weight of the connected vehicle 102 (hereinafter referred to as the connected vehicle weight M2). Total weight M ^ It is input into the connected vehicle weight calculation unit 43.

[0123] Electric vehicle weight calculation unit 42 based on suspension travel ST FL ST FR ST RL ST RRThe weight M1 of the electric vehicle is estimated. The weight M1 of the electric vehicle is input to the vehicle weight calculation unit 43 and the inherent vibration suppression unit 44.

[0124] Connecting the vehicle weight calculation unit 43 based on the total weight M ^ The weight of the connected vehicle M2 is estimated by calculating the weight of the electric vehicle M1. In this embodiment, the connected vehicle weight calculation unit 43 calculates the weight of the connected vehicle M2 by calculating the weight of the connected vehicle M1 from the total weight M2. ^ The weight of the connected vehicle M2 is calculated by subtracting the weight of the electric vehicle M1. The weight of the connected vehicle M2 is then input to the inherent vibration suppression unit 44.

[0125] The inherent vibration suppression unit 44, based on the dynamic characteristics of the connection unit 101 connected to the connected vehicle 102, targets the first torque target value T. m1 *A first vibration reduction correction process is implemented to suppress (reduce or eliminate) the vibration components before and after vibration. Additionally, the inherent vibration suppression unit 44 is based on the electric vehicle weight M1, the connected vehicle weight M2, and the viscous property C, which is the mechanical property of the connecting part 101. F and elastic properties K F The dynamic characteristics (transmission characteristics) of the connection part 101 connected to the connected vehicle 102 are determined. The dynamic characteristics of the connection part 101 correspond to the inherent front-to-back vibrations generated in the electric vehicle 100 and the connected vehicle 102.

[0126] Specifically, the inherent vibration suppression unit 44 uses viscous properties C based on the weight M1 of the electric vehicle and the weight M2 of the connected vehicle. F and elastic properties K F For the first torque target value T m1 * Perform corrections, and calculate the second torque target value T accordingly. m2 * Therefore, the inherent vibration suppression unit 44 suppresses the inherent vibrations, i.e., front-to-back vibrations, generated in the electric vehicle 100 during traction. Second torque target value T m2 *The value is input to the torque target value switching unit 45.

[0127] Torque target value switching unit 45 is based on traction driving signal SW T The system determines whether the connecting part 101 is connected to the connected vehicle 102. Then, based on this determination result, the torque target value switching unit 45 sets the torque target value T as the third torque target value. m3 The output torque target value is switched to the first torque target value T. m1 * and second torque target value T m2 Either of the following. Specifically, in the traction driving signal SW T When the vehicle 102 is determined to be unconnected for the purpose of closing, the torque target value switching unit 45 sets the first torque target value T. m1 *Directly used as the third torque target value Tm3 *Output is sent to the vibration suppression unit 37 of the power transmission mechanism. On the other hand, in the traction driving signal SW... T When the connection to vehicle 102 is determined to be active, the torque target value switching unit 45 sets the second torque target value T. m2 *As the third torque target value T m3 * Output to the vibration suppression section 37 of the power transmission mechanism.

[0128] Figure 6 This shows the total weight calculation unit 41 (see reference). Figure 5 A block diagram of the structure. (e.g.) Figure 6 As shown, the total weight calculation unit 41 includes a first absolute value calculation unit 51, a second absolute value calculation unit 52, an acceleration difference calculation unit 53, a gain multiplication unit 54, an integrator 55, a driving force calculation unit 56, and a front and rear acceleration estimation unit 57.

[0129] The first absolute value calculation unit 51 calculates the forward and backward acceleration A, which is used as the detection value. L1 absolute value | A L1 |. Forward and backward acceleration A L1 absolute value | A L1 | is input into the acceleration difference calculation unit 53.

[0130] The acceleration estimate A before and after the operation of the second absolute value calculation unit 52 L1 ^ absolute value | A L1 ^ |. Estimated acceleration A L1 ^ It is based on the third torque target value T m3 The estimated acceleration in the forward and backward directions is calculated by the driving force calculation unit 56 and the forward and backward acceleration estimation unit 57 based on the third torque target value T. m3 *This is used to calculate the estimated acceleration A before and after acceleration. L1 ^ absolute value | A L1 ^ | is input into the acceleration difference calculation unit 53.

[0131] Acceleration difference calculation unit 53 calculates the forward and backward accelerations A L1 absolute value | A L1 |Estimated acceleration A before and after L1 ^ absolute value | A L1 ^ |Acceleration difference ΔA L1 The calculation is performed. In this embodiment, the calculation is performed by estimating the acceleration A from the front and rear acceleration values. L1 ^ absolute value | A L1^ Subtract the initial and subsequent accelerations A L1 absolute value | A L1 |To calculate the acceleration difference ΔA L1 .

[0132] The gain multiplier 54 multiplies the acceleration difference ΔA. L1 Multiply by the weight setting gain K m The total corrected weight ΔM is calculated. The weight setting gain K is predetermined through experiments or simulations. m The corrected total weight ΔM represents the rate of change of the total weight M over time, that is, the amount of change of the total weight M in each control cycle (unit of time).

[0133] The integrator 55 calculates the total weight M by adding (integrating) the total corrected weight ΔM for each control cycle. ^ Furthermore, the integrator 55 sometimes calculates the total weight M based on gear shifting operations performed by the driver, etc. ^ Initialization. For example, the integrator 55 acquires the shift operation signal S. shift Furthermore, in the shift operation signal S shift When shifting to park, the integrator 55 will transfer the total weight M. ^ Initialization. Total weight M ^ The initial value is, for example, the design weight M of an electric vehicle of 100. ini .

[0134] The drive force calculation unit 56 is based on the third torque target value T m3 *The driving force F of the electric vehicle 100 is calculated. In this embodiment, the third torque target value T is used to calculate the driving force F. m3 *Make the motor torque T m Transmission characteristics of driving force F G pF (s) takes effect to calculate the driving force F.

[0135] The front and rear acceleration estimation unit 57 is based on the driving force F calculated by the driving force calculation unit 56 and the total weight M. ^ (Previous value) is used to estimate the acceleration value A before and after. L1 ^ Specifically, by dividing the driving force F by the total weight M ^ To calculate the acceleration estimate A before and after the calculation L1 ^ .

[0136] Figure 7 This shows the electric vehicle weight calculation unit 42 (see reference). Figure 5 A block diagram of the structure. (e.g.) Figure 7As shown, the electric vehicle weight calculation unit 42 includes a total travel calculation unit 58, a travel change calculation unit 59, a weight change calculation unit 60, and an addition unit 61.

[0137] The total travel calculation unit 58 calculates the suspension travel ST. FL ST FR ST RL ST RR The total travel ΣST of each suspension is calculated by adding them together.

[0138] The stroke change calculation unit 59 calculates the stroke change from the reference total stroke ST. ini The suspension travel change ΔST is calculated by subtracting the total travel ΣST. The baseline total travel ST is... ini These are benchmark values ​​predetermined based on the design of the electric vehicle 100.

[0139] The weight change calculation unit 60 calculates the suspension travel change ΔST by multiplying it by the spring constant K. ST The weight change ΔM1 of the electric vehicle 100 is calculated using [N / mm]. The spring constant K is predetermined based on the design of the electric vehicle 100 (each suspension). ST .

[0140] Addition section 61, by controlling the design weight M of electric vehicle 100 ini The weight of the electric vehicle 100 is estimated by adding the weight change ΔM1 to the weight change ΔM1.

[0141] Figure 8 This shows the inherent vibration suppression section 44 (see reference). Figure 5 A block diagram of the structure. (e.g.) Figure 8 As shown, the inherent vibration suppression unit 44 includes a feature quantity calculation unit 62 and a first vibration reduction correction processing unit 63.

[0142] The feature quantity calculation unit 62 determines the dynamic characteristics of the connection section 101 to which the connecting vehicle 102 is connected by calculating the feature quantity of the front-to-back vibration generated by the connection section 101 to which the connecting vehicle 102 is connected. Specifically, the feature quantity calculation unit 62 calculates the natural vibration frequency ω, which is a feature quantity of the front-to-back vibration, based on the weight M1 of the electric vehicle and the weight M2 of the connecting vehicle, according to the above-mentioned equations (18) and (19). t and attenuation coefficient ζ t As shown in equations (18) and (19), the natural vibration frequency ω of the preceding and following vibrations... t and attenuation coefficient ζ t In the calculation, the viscous property C of the connecting part 101 is used. F and elastic properties K FThe connecting part 101 is, for example, a regular component of the electric vehicle 100. Therefore, in this embodiment, according to the design of the connecting part 101, the adhesive property C F and elastic properties K F It is known. The natural frequency ω of the preceding and following vibrations. t and attenuation coefficient ζ t It is input into the first vibration reduction and correction processing unit 63.

[0143] The first vibration reduction and correction processing unit 63 is based on the natural vibration frequency ω of the front and rear vibrations. t and attenuation coefficient ζ t To correct the first torque target value T m1 *, thereby calculating the second torque target value T m2 *. The correction process performed by the first vibration reduction correction processing unit 63 is a first vibration reduction correction process that reduces or eliminates the front and rear vibration components.

[0144] The first vibration reduction and correction processing unit 63 is, for example, composed of a band-stop filter with a variable frequency band (center frequency) for reducing the signal and a variable gain within that frequency band. The first vibration reduction and correction processing unit 63 adjusts the signal based on the natural vibration frequency ω of the preceding and following vibrations. t To set the frequency band (center frequency) of the band-stop filter. In this embodiment, as... Figure 8 As shown, the center frequency is set to the natural vibration frequency ω of the forward and backward vibrations. t Furthermore, the first vibration damping correction processing unit 63 adjusts the damping coefficient ζ of the preceding and following vibrations. t To set the gain at the center frequency of the band-stop filter. In this embodiment, as... Figure 8 As shown, the damping coefficient ζ of the preceding and following vibrations t The smaller the value, the closer it is to the center frequency (the natural vibration frequency ω of the preceding and following vibrations). t The smaller the corresponding gain is set, the better. That is, it is set as: the attenuation coefficient ζ t The smaller the value, the more difficult it is to attenuate the decay of the forward and backward vibrations, and the lower the center frequency ω. t The greater the decrease in gain at a given point, the more effectively forward and backward vibrations can be suppressed.

[0145] More specifically, the first vibration reduction and correction processing unit 63 is configured, for example, as a notch filter, which is a type of band-stop filter. The transfer characteristics of the notch filter are expressed by the following equation (20). In equation (20), "ω" is the center frequency and "ζ" is the attenuation coefficient. In addition, "D" is a parameter used to specify the drop depth of the gain at the center frequency (hereinafter simply referred to as gain D). Therefore, the first vibration reduction and correction processing unit 63 sets the center frequency ω of the notch filter to the natural vibration frequency ω of the forward and backward vibrations. t Furthermore, the first vibration damping correction processing unit 63 adjusts the damping coefficient ζ of the preceding and following vibrations.t The gain D of the notch filter is set. Furthermore, the attenuation factor ζ of the notch filter is related to the width of the bandwidth where the gain is reduced. The attenuation factor ζ of the notch filter is preferably predetermined based on experiments or simulations, and is at least set to a value of 1 or higher. When using a band-stop filter other than a notch filter, its setting is the same as that of the notch filter.

[0146] [Number 11]

[0147]

[0148] Figure 9 This shows the vibration suppression section 37 of the power transmission mechanism (see reference). Figure 2 A block diagram of the structure. (e.g.) Figure 9 As shown, the vibration suppression unit 37 of the power transmission mechanism includes a feedforward compensation unit 64, a feedback compensation unit 65, and an additive unit 66.

[0149] The feedforward compensation unit 64 uses the vehicle model of the electric vehicle 100, namely the transmission characteristic G. p (s) to pre-compensate for the transmission of the third torque target value T to the drive wheel 23 via the power transmission mechanism. m3 *Corresponding motor torque T m This results in vibration of the power transmission mechanism. Specifically, the feedforward compensation unit 64 compensates for this vibration by adjusting the third torque target value T. m3 *The vibration components of the included power transmission mechanism are compensated for to calculate the fourth torque target value T. m4 *. The feedforward compensation unit 64 uses the transmission characteristics G, which is a vehicle model. p (s) and the transitivity G of the standard response r The transfer characteristic G constituted by (s) r (s) / G p (s) represents the torque target value. The torque target value after feedforward compensation is the fourth torque target value T. m4 * Input into addition section 66.

[0150] The feedback compensation unit 65 is based on the sixth torque target value T, which ultimately becomes the torque command value. m6 *(Previous value) and actual motor speed ω m It compensates for vibrations in the power transmission mechanism caused by disturbances such as road surface slope. Specifically, the feedback compensation unit 65 includes a motor speed estimation unit 71, a deviation calculation unit 72, an disturbance estimation unit 73, and a gain multiplication unit 74.

[0151] The motor speed estimation unit 71 uses the vehicle model of the electric vehicle 100, i.e., the transmission characteristic G. p (s), based on the sixth torque target value T m6 *Operational motor speed ωm The estimated value is the motor speed estimate ω. m ^ .

[0152] The deviation calculation unit 72 measures the motor speed ω as the detection value. m With the estimated motor speed ω m ^ The deviation (hereinafter referred to as motor speed deviation Δω) m The calculation is performed using the motor speed estimate ω. m ^ Subtract motor speed ω m To calculate the motor speed deviation Δω m .

[0153] Interference estimation unit 73 is based on motor speed deviation Δω m To calculate the interference estimate d ^ Interference estimate d ^ This is an estimate of disturbances such as road surface slope. The disturbance estimation unit 73, for example, uses the transfer characteristic H2(s) / G p The transfer characteristic H2(s) is represented by the difference between the order of its denominator and the order of its numerator. p The difference between the order of the denominator and the order of the numerator of (s) is greater than or equal to the interference estimate d. ^ It is input into the gain multiplication unit 74.

[0154] The gain multiplication unit 74 multiplies the interference estimate d. ^ Multiply by the feedback gain K FB To calculate the fifth torque target value T m5 * For example, the feedback gain K can be predetermined through experiments or simulations. FB Fifth torque target value T m5 * Represents the torque associated with the vibration of the power transmission mechanism caused by the disturbance, i.e., the torque T on the motor. m The corresponding compensation amount for the interference. Fifth torque target value T m5 * Input into addition section 66.

[0155] Addition unit 66 uses the feedforward compensated torque target value, i.e., the fourth torque target value T m4 *And the feedback torque, i.e., the fifth torque target value T m5 *Add them together to calculate the sixth torque target value T. m6 *. As mentioned above, the sixth torque target value T m6 *Regarding motor torque T m The final instruction value.

[0156] As described above, the second vibration reduction correction process performed by the vibration suppression unit 37 of the power transmission mechanism consists of the compensation process performed by the feedforward compensation unit 64 and the compensation process performed by the feedback compensation unit 65.

[0157] also, Figure 10 This is a graph showing the transmission characteristic H2(s) used in the interference estimation unit 73. (Example) Figure 10 As shown, the transfer characteristic H2(s) is, for example, a bandpass filter. When the transfer characteristic H2(s) is a bandpass filter, the feedback compensation unit 65 becomes a feedback element that selectively reduces the vibration component caused by interference. The transfer characteristic H2(s) is configured, for example, such that the attenuation coefficient on the low-pass side is approximately the same as the attenuation coefficient on the high-pass side. Furthermore, the transfer characteristic H2(s) is set to the center frequency f of its transmission band. p The torsional resonance frequency ω of the power transmission mechanism (especially the drive shaft 22) p They are largely the same. Furthermore... Figure 10 The horizontal axis (frequency) is on a logarithmic scale. In particular, when the transfer characteristic H2(s) is composed of a first-order high-pass filter and a first-order low-pass filter, the transfer characteristic H2(s) is expressed by the following equation (21).

[0158] [Number 12]

[0159]

[0160] In equation (21), “τ H “τ” L "These are the time constants of the high-pass filter and the low-pass filter, respectively. Additionally, τ..." L =1 / (2πf) HC ), f HC =k·f p , τ H =1 / (2πf) LC ), f LC =f p / k. Furthermore, "k" is any constant, and "f" is... HC "and "f LC "These are the cutoff frequencies for the high-frequency side and the low-frequency side, respectively."

[0161] [Structure of the Current Control Processing Unit]

[0162] Figure 11 This shows the current control processing unit 35 (see reference). Figure 2 A block diagram of the structure. (e.g.) Figure 11 As shown, the current control processing unit 35 includes a voltage command value calculation unit 81, a coordinate transformation unit 82, a PWM conversion unit 83, and a coordinate transformation unit 84.

[0163] The voltage command value calculation unit 81 uses a low-pass filter to process the non-interference voltage V d-dcpl *、V q-dcpl *Processing is performed to calculate the smoothed non-interference voltage V. d-dcpl-flt *、V q-dcpl-flt *. Then, the voltage command value calculation unit 81 calculates the voltage command value based on the dq axis current i. d 、i q dq axis current target value i d *、i q * Smoothed non-interference voltage V d-dcpl-flt *、V q-dcpl-flt * The d-axis voltage command value V is calculated through so-called current control calculation. d * and q-axis voltage command value V q *(Below, referred to as the dq axis voltage command value V) d *、V q *). dq axis current i d 、i q The calculation is performed by the coordinate transformation unit 84.

[0164] The coordinate transformation unit 82, based on the rotor phase θ of the motor 10, transforms the dq axis voltage command value V according to the following equation (22). d *、V q *Converted to the voltage command values ​​for each phase of UVW (hereinafter referred to as the three-phase voltage command value V) u *、V v *、V w *).

[0165] [Number 13]

[0166]

[0167] The PWM converter 83 calculates the three-phase voltage command value V based on the three-phase voltage command value V. u *、V v *、V w * This is used to generate the drive signal D, i.e., the PWM signal, for the switching elements of the inverter 12. uu *、D ul *、D vu *、D vl *、D wu *、D wl * The inverter 12 is driven according to the PWM signal, thereby controlling the motor 10 to output the sixth torque target value T. m6 *Corresponding motor torque T m .

[0168] The coordinate transformation unit 84 is based on the U-phase current i detected by the current sensor 24. u and V-phase current iv To calculate the phase current i of phase W w Then, the coordinate transformation unit 84, using the rotor phase θ of the motor 10, transforms these currents i according to the following equation (23). u 、i v 、i w Transformed into dq-axis current i d 、i q As mentioned above, the dq-axis current i d 、i q It is used by the voltage command value calculation unit 81.

[0169] [Number 14]

[0170]

[0171] Furthermore, the input processing unit 31 includes a motor speed calculation unit 85. The motor speed calculation unit 85 calculates the motor speed ω based on the rotor phase θ of the motor 10. m .

[0172] [effect]

[0173] The function of the electric vehicle 100 configured as described above when the connecting part 101 connects to the connecting vehicle 102 and drives in a manner that tows the connecting vehicle 102 will be explained below.

[0174] Figure 12 This shows the forward and backward acceleration A during traction. L1 The timing diagram, etc. Specifically, Figure 12 (A) is the first target torque value T. m1 * Timing diagram. Figure 12 (B) is the sixth torque target value T. m6 * Timing diagram. Figure 12 (C) is the drive shaft torque T d The timing diagram. Figure 12 (D) is the motor speed ω m The timing diagram. Figure 12 (E) represents the forward and backward acceleration A of the electric vehicle 100. L1 The timing diagram. Figure 12 (F) represents the forward and backward acceleration A of the connected vehicle 102. L2 The timing diagram.

[0175] In addition, Figure 12In (A) to (F), solid lines represent examples where the vibration reduction control according to this embodiment is implemented, and dashed lines represent examples where the vibration reduction control according to the comparative example is implemented. The comparative example is one where the vibration reduction control unit 33 does not perform the first vibration reduction correction process of the front and rear vibration suppression unit 36. However, in the comparative example, the second vibration reduction correction process of the power transmission mechanism vibration suppression unit 37 is also performed. Therefore, Figure 12 The sixth torque target value T in the comparative example in (B) m6 *This is in the case where the towing vehicle 102 is not towed in this embodiment (T) m3 *=T m1 The sixth torque target value T under the case of * m6 * Same value.

[0176] like Figure 12 As shown in (A), here it is assumed that the first torque target value T is input in a stepwise manner at time t1 by the driver's operation of the accelerator pedal. m1 *.like Figure 12 As shown in (B), from time t1 to time t2, the sixth torque target value T m6 *Rise to the level requested via accelerator pedal operation (accelerator pedal opening A) po The corresponding specified torque. Additionally, as... Figure 12 As shown in (C), the drive shaft torque T d Following the sixth torque target value T m6 *And changes. However, in both the present embodiment (solid line) and the comparative example (dashed line), the vibration of the power transmission mechanism is compensated by the second vibration reduction correction process, thus the drive shaft torque T d The changes are smooth. Additionally, such as... Figure 12 As shown in (D), the motor speed ω m With the sixth torque target value T m6 The changes in * will correspond to the changes in *.

[0177] On the other hand, in the vibration reduction control of this embodiment and the vibration reduction control of the comparative example, the front and rear acceleration A of the electric vehicle 100 L1 and the forward and backward acceleration A of the connected vehicle 102 L2 Differences arise. Specifically, such as... Figure 12 (E) and Figure 12 As shown in (F), in the comparative example control (dashed line) without performing the first vibration reduction correction process to suppress the front-rear vibration caused by traction, front-rear vibration occurs between the electric vehicle 100 and the connected vehicle 102 due to the traction of the connected vehicle 102. As a result, in the comparative example control, the front-rear accelerations A of the electric vehicle 100 and the connected vehicle 102 are... L1 、AL2 Vibration occurs within the system. Furthermore, this pre- and post-vibration occurs at the sixth torque target value T. m6 *Converges with accelerator pedal opening A po The corresponding torque continues after time t2. Specifically, this oscillation occurs from the sixth torque target value T. m6 *The convergence point t3, after a sufficient amount of time, still persists. This demonstrates that the second damping correction process used solely to compensate for vibrations in the power transmission mechanism is insufficient to adequately suppress the front-to-back vibrations caused by traction. In contrast, in the control of this embodiment (solid line), the front-to-back vibrations are suppressed between the electric vehicle 100 and the connected vehicle 102 due to the first damping correction process. In particular, as... Figure 12 As shown in (E), at the sixth torque target value T m6 *Converges with accelerator pedal opening A po The corresponding transition period before the torque (from time t1 to time t2) also exhibits a sufficient vibration reduction effect in suppressing the preceding and following vibrations. Furthermore, in the control (solid line) of this embodiment, as... Figure 12 As shown in (F), not only is the front-to-back vibration of the electric vehicle 100, which is traction vehicle 102, suppressed, but also the front-to-back vibration of the traction vehicle 102, which is the towed vehicle, suppressed. As a result, even when traction is being performed, the torque requested by vehicle operation can be increased and acceleration can be achieved smoothly.

[0178] Figure 13 This shows the forward and backward acceleration A when the weight of the connected vehicle 102 is large. L1 The timing diagram for, etc. That is, Figure 13 It shows the relationship with Figure 12 The situation is greater than the situation where the weight M2 of the connected vehicle 102 is greater. Figure 13 The parameters shown in (A) to (F), the difference between solid and dashed lines, etc. Figure 12 same.

[0179] like Figure 13 As shown in (A) to (C), even when the weight M2 of the connected vehicle 102 is large, the first torque target value T m1 * Sixth torque target value T m6 *and drive shaft torque T d The changes are also related to Figure 12 (A) through (C) are the same. For example... Figure 13 As shown in (D), the motor speed ω is suppressed because the weight M2 of the connected vehicle 102 increases. m The rise, but the upward trend is consistent with Figure 12 (D) is the same.

[0180] Moreover, such as Figure 13 (E) and Figure 13 As shown in (F), in the control (dashed line) of the comparative example, compared with... Figure 12 (E) and Figure 12 Compared to case (F), the front and rear accelerations A of electric vehicle 100 and connected vehicle 102 are... L1 、A L2 The amplitude of the vibrations increases. Additionally, the accelerations A before and after each acceleration... L1 、A L2 The frequency of the vibrations occurring in the electric vehicle 100 decreases. Furthermore, the decay of the front-to-back vibrations slows down, and large front-to-back vibrations persist even after time t3. These changes are caused by the following: due to the increased weight M2 of the connected vehicle 102, the characteristics of the front-to-back vibrations occurring in the electric vehicle 100 and the connected vehicle 102, i.e., the dynamic characteristics (natural vibration frequency ω) of the connecting part 101 connected to the connected vehicle 102, are affected. t and attenuation coefficient ζ t ) has changed.

[0181] In contrast, in the control (solid line) involved in this embodiment, although there are changes in dynamic characteristics as described above due to the increase in the weight M2 of the connected vehicle 102, the front-to-back vibration of the electric vehicle 100 and the connected vehicle 102 can be reliably suppressed.

[0182] As described above, when the electric vehicle 100 travels in a manner that tows the connected vehicle 102, a front-to-back vibration characteristic of towing travel occurs compared to when the electric vehicle 100 travels alone. This front-to-back vibration is caused by the weight of the entire system (total weight M). ^ The transmission characteristics of the electric vehicle 100 have changed substantially due to significant changes. Moreover, the front-to-back vibration cannot be adequately suppressed by vibration control (second vibration correction process) used solely to compensate for the vibration of the power transmission mechanism.

[0183] Therefore, in the control involved in this embodiment, the first torque target value T is adjusted through the first vibration reduction correction process. m1 * Correction is performed, thereby adjusting the sixth torque target value T to become the final torque command value. m6 * Perform the calculation, and according to the sixth torque target value T m6 * This controls the motor 10. As a result, the front-to-back vibrations characteristic of traction travel can be suppressed. Furthermore, in the control described in this embodiment, the suppression effect of front-to-back vibrations can be achieved regardless of the weight M2 of the connected vehicle 102, which is the towed vehicle. Therefore, as a result, during traction travel, regardless of the weight M2 of the connected vehicle 102, the increase in torque requested by vehicle operation and smooth acceleration can be achieved.

[0184] <Second Implementation Method>

[0185] In the first embodiment described above, the vibration damping control unit 33 is composed of a front and rear vibration suppression unit 36 ​​and a power transmission mechanism vibration suppression unit 37, which separately compensate for the front and rear vibrations and the power transmission mechanism vibrations specific to traction driving, but are not limited thereto. For example, the vibration damping control unit 33 can be configured to substantially integrate the compensation for the front and rear vibrations and the power transmission mechanism vibrations specific to traction driving. Hereinafter, as an example, the front and rear vibration suppression unit 36 ​​and the feedforward compensation unit 64 (see reference 36), which is part of the power transmission mechanism vibration suppression unit 37, will be discussed. Figure 9 The second embodiment, which is integrally constructed, will be described.

[0186] Figure 14 This is a block diagram showing a partial structure of the vibration reduction control unit 33 according to the second embodiment. Figure 14 As shown, the vibration reduction control unit 33 of the second embodiment does not explicitly include the front and rear vibration suppression unit 36 ​​of the first embodiment. Therefore, in the vibration reduction control unit 33 of the second embodiment, the feedforward compensation unit 64 is configured based on the first torque target value T. m1 * to directly calculate the fourth torque target value T m4 *

[0187] The feedforward compensation unit 64 of the second embodiment includes a vehicle model of the electric vehicle 100 (hereinafter referred to as the electric vehicle model 91), a model of the connecting vehicle 102 connected to the connecting unit 101 (hereinafter referred to as the connecting vehicle model 92), a compensation torque calculation unit 93, and a vibration reduction correction processing unit 94.

[0188] Electric vehicle model 91 is based on the output of feedforward compensation unit 64, i.e., the fourth torque target value T m4 *(previous value) is used to calculate the fourth torque target value T. m4 *Corresponding motor torque T m The estimated value (hereinafter referred to as the torque estimate T) m ^ Specifically, the electric vehicle model 91 is basically constructed according to the motion equations of the electric vehicle 100, namely equations (2) to (7). Furthermore, the electric vehicle model 91 is constructed based on equations (8) to (11), using the force f acting between the electric vehicle 100 and the connecting vehicle 102. 12 The vehicle speed v1 of the electric vehicle 100 is calculated using the vehicle model 92. In this embodiment, the force f is calculated using the vehicle model 92. 12Furthermore, the weight M1 of the electric vehicle 100 used in the calculation of the vehicle speed v1 of the electric vehicle 100 is calculated using the same structure as the electric vehicle weight calculation unit 42 in the first embodiment. That is, the weight M1 of the electric vehicle 100 used in the electric vehicle model 91 is a variable parameter. Torque estimate T m ^ The input is sent to the compensation torque calculation unit 93. The vehicle speed v1 is sent to the connected vehicle model 92.

[0189] The connected vehicle model 92 is configured to calculate the vehicle speed v2 of the connected vehicle 102 according to equations (8) to (11). Specifically, it is based on the deviation between the vehicle speed v1 of the electric vehicle 100 and the vehicle speed v2 of the connected vehicle 102, i.e., the relative vehicle speed Δv between the electric vehicle 100 and the connected vehicle 102. 12 This is used to calculate the vehicle speed v2 of connected vehicle 102. In the relative vehicle speed Δv 12 In the calculation, the vehicle speed v1 of electric vehicle 100 is obtained from electric vehicle model 91, and the vehicle speed v2 of vehicle 102 is the previous value of the value calculated by vehicle model 92.

[0190] Furthermore, in the calculation of the vehicle body speed v2 of the connected vehicle 102, the viscous property C, which is a mechanical property of the connecting part 101, is used. F and elastic properties K F Therefore, the dynamic characteristics of the connecting part 101, which is connected to the connected vehicle 102, are substantially reflected in the value of the vehicle speed v2 of the connected vehicle 102. Furthermore, the weight M2 of the connected vehicle 102 used in the calculation of the vehicle speed v2 is calculated using the same structure as the electric vehicle weight calculation unit 42, the total weight calculation unit 41, and the connected vehicle weight calculation unit 43 in the first embodiment. That is, the weight M2 of the connected vehicle 102 used in the connected vehicle model 92 is a variable parameter. The force f calculated during the calculation of the vehicle speed v2... 12 Inputted into electric vehicle model 91. Relative vehicle speed Δv 12 The input is fed into the compensation torque calculation unit 93. Furthermore, the dynamic characteristics of the connection unit 101, which is connected to the connected vehicle 102, are substantially reflected in the relative vehicle speed Δv via the vehicle body speed v2 of the connected vehicle 102. 12 middle.

[0191] The compensation torque calculation circuit 93 calculates the torque estimate T. m ^ The first compensation torque T is calculated by multiplying by a pre-defined gain K1 obtained through experiments or simulations. FF1 *. First compensation torque T FF1*Used to pre-compensate for the torque corresponding to the vibration of the power transmission mechanism.

[0192] In addition, the compensation torque calculation unit 93 is based on the relative vehicle speed Δv 12 To calculate the second compensation torque T FF2 *. Second compensation torque T FF2 *This is used to pre-compensate for the torque corresponding to the forward and backward vibrations caused by the connection of the vehicle 102 to the connection point 101. More specifically, when the vehicle 102 is connected to the connection point 101, the compensation torque calculation unit 93 will calculate the relative vehicle speed Δv. 12 The value obtained by multiplying by a predetermined gain K2 obtained through experiments or simulations is set as the second compensation torque T. FF2 *. On the other hand, when the connecting part 101 is not connected to the connecting vehicle 102, the compensation torque calculation unit 93 sets zero (“0”), which is a fixed value, as the second compensation torque T. FF2 *

[0193] The second compensation torque switching unit 95 is based on the traction driving signal SW T To perform the second compensation torque T FF2 The switching of *. That is, the second compensation torque switching unit 95 based on the traction driving signal SW T When it is determined that the connecting part 101 is connected to the connecting vehicle 102, the second compensation torque T FF2 *Based on relative vehicle speed Δv 12 The value. On the other hand, the second compensation torque switching unit 95 is based on the traction driving signal SW. T When it is determined that the connecting part 101 is not connected to the connecting vehicle 102, the second compensation torque T FF2 * is zero.

[0194] The compensation torque calculation unit 93 calculates the first compensation torque T as described above. FF1 *With the second compensation torque T FF2 *The third compensation torque T is calculated by summing the results. FF3 Therefore, the third compensating torque T FF3 *In principle, this torque is used to compensate for vibrations in the power transmission mechanism in advance. However, when the connecting part 101 is connected to the connecting vehicle 102, it also includes a torque used to compensate for the front and rear vibrations unique to traction travel. Third compensation torque T FF3 *It is input into the vibration reduction and correction processing unit 94.

[0195] Vibration reduction and correction processing unit 94 uses a third compensation torque T FF3 *Correct the first torque target value T m1 *To calculate the fourth torque target value T m4Furthermore, when the connecting part 101 is connected to the connecting vehicle 102, the correction processing performed by the vibration damping correction processing unit 94 essentially includes the first vibration damping correction processing of the first embodiment and the correction processing of feedforward compensation. Therefore, the fourth torque target value T calculated by the vibration damping correction processing unit 94... m4 * is the fourth torque target value T output by the feedforward compensation unit 64 in the first embodiment. m4 *Essentially the same value. Therefore, similar to the first embodiment, the fourth torque target value T... m4 *The sixth torque target value T is obtained through the feedback compensation unit 65 and the addition unit 66. m6 * is used as the final torque command value.

[0196] As described above, the front and rear vibration suppression unit 36 ​​and the feedforward compensation unit 64 of the first embodiment can be integrally constructed. Furthermore, the fourth torque target value T output by the feedforward compensation unit 64 of the second embodiment, obtained by integrating them, is... m4 *Substantially the fourth torque target value T of the first embodiment m4 *Same as above, therefore even when the front and rear vibration suppression unit 36 ​​and the feedforward compensation unit 64 of the first embodiment are integrated as described above, they still perform the same function and effect as the first embodiment (see reference). Figure 12 and Figure 13 ).

[0197] Furthermore, the feedforward compensation unit 64 of the second embodiment described above is substantially based on the first torque target value T. m1 * Input from the start to the fourth torque target value T m4 Vibration reduction control is performed based on the transmission characteristics up to the output of the vehicle. Furthermore, the weights M1 of the electric vehicle and M2 of the connected vehicle, which constitute these transmission characteristics, are variable parameters. Additionally, the second compensation torque T is switched based on the presence or absence of the connected vehicle 102. FF2 The content of *. Therefore, the control configuration involved in the second embodiment is to change (adjust) the content of the transmission characteristics according to whether the connecting part 101 is connected to the connecting vehicle 102, thereby suppressing the front and rear vibrations that are unique during traction travel.

[0198] <Third Implementation Method>

[0199] In the first and second embodiments described above, the elastic characteristic K, which is the mechanical characteristic of the connecting part 101, is used. F and viscosity properties C F Given the vehicle model of electric vehicle 100, i.e., its transmission characteristics G pThe premise is that the errors (modeling errors) included in (s) are sufficiently small to be negligible. However, more realistically speaking, in cases such as using third-party manufactured trailer hitches, the elastic characteristics K of the connecting part 101 sometimes cannot be ignored. F Viscosity property C F Errors. Additionally, due to time-dependent changes, the elastic properties K of the connecting part 101 may sometimes be affected. F Viscosity property C F Changes occur, resulting in errors. Furthermore, depending on the actual traction conditions, the transmission characteristic G sometimes cannot be ignored. p Modeling errors such as (s) exist. Under such circumstances, even after performing the correction processing for suppressing forward and backward vibrations as described in the first or second embodiment, forward and backward vibrations may still occur. In this third embodiment, the elastic properties K, which do not depend on the connecting portion 101, are... F Viscosity property C F The known values ​​include the error, or the structure that can ideally suppress forward and backward vibrations without depending on the modeling error.

[0200] Figure 15 This is a block diagram showing the structure of the front and rear vibration suppression section 36 in the third embodiment. (As shown) Figure 15 As shown, in this third embodiment, the front-to-back vibration suppression unit 36 ​​inputs the front-to-back acceleration A to the natural vibration suppression unit 44. L1 Then, the inherent vibration suppression unit 44 utilizes the electric vehicle weight M1, the connected vehicle weight M2, and the viscous property C, which is a mechanical property of the connecting unit 101. F and elastic properties K F In addition, forward and backward acceleration A is also used. L1 To implement the first torque target value T m1 The first vibration reduction correction process. Apart from this, it is configured similarly to the front and rear vibration suppression section 36 of the first embodiment.

[0201] Figure 16 This is a block diagram showing the structure of the inherent vibration suppression unit 44 in the third embodiment. (As shown) Figure 16 As shown, the inherent vibration suppression unit 44 of this third embodiment includes a rate of change calculation unit 301, a standard response calculation unit 302, a difference calculation unit 303, a characteristic quantity calculation unit 304, a dynamic characteristic setting unit 305, and a first vibration reduction correction processing unit 306.

[0202] The rate of change calculation unit 301 calculates the motor torque T. m rate of change, or with motor torque T m The rate of change is calculated using parameters equivalent to the rate of change. Thus, the rate of change calculation unit 301 determines driving scenarios prone to front-to-back vibration.

[0203] In this embodiment, the rate of change calculation unit 301 calculates the first torque target value T. m1 * The change within a specified time (e.g., one control cycle), i.e., the first torque target value T. m1 The rate of change of * over time (hereinafter referred to as the first torque target value T) m1 * Rate of change δT m1 *) Perform the calculation. More specifically, the rate of change calculation unit 301 maintains the first torque target value T. m1 *Previous value T m1z *(Not shown). Therefore, the rate of change calculation unit 301 calculates the first torque target value T by... m1 * The current value and the previous value T m1z * Compare, or calculate the first torque target value T m1 * The current value and the previous value T m1z The difference between * is used to calculate the first torque target value T. m1 * Rate of change δT m1 *. First target torque value T m1 * Rate of change δT m1 * represents the motor torque T. m The parameter of the rate of change (time rate of change).

[0204] Then, the rate of change calculation unit 301 calculates the first torque target value T. m1 * Rate of change δT m1 *This is used to identify driving scenarios where front-to-back vibrations are highly likely. Specifically, the first torque target value T m1 * Rate of change δT m1 The larger the value, the easier it is to generate back-and-forth vibration. Additionally, at the first target torque value T... m1 * Rate of change δT m1 In the case of maximum elasticity, where K exists... F Viscosity property C F When there is an error or modeling error, even if the correction processing for suppressing front and rear vibrations in the first or second embodiment is performed, front and rear vibrations are likely to remain. Therefore, in this embodiment, the rate of change calculation unit 301 calculates the first torque target value T. m1 * Rate of change δT m1 *With the rate of change threshold δT TH Comparison, at the first torque target value T m1 * Rate of change δT m1 *Greater than the rate of change threshold δT TH At that time, identify driving scenarios where front-to-back vibration is highly likely. For the first torque target value T... m1 * Rate of change δT m1* Based on experiments or simulations, a pre-set threshold value of the rate of change δT is established. TH .

[0205] The rate of change calculation unit 301 calculates the first torque target value T. m1 * Rate of change δT m1 *With the rate of change threshold δT TH The comparison results are used to set the dynamic characteristic calculation flag FLG. The dynamic characteristic calculation flag FLG is used to indicate the dynamic characteristic calculation flag based on the forward and backward acceleration A. L1 Recalculate the natural vibration frequency ω t and attenuation coefficient ζ t (The dynamic characteristics of the connecting part 101) are determined by the index. The dynamic characteristic calculation flag FLG is set to, for example, "1" or "0". When the flag FLG is "1", the dynamic characteristic calculation is based on the forward and backward acceleration A. L1 The natural vibration frequency ω is calculated. t and attenuation coefficient ζ t On the other hand, when the flag FLG is "0", the natural vibration frequency ω is not calculated. t and attenuation coefficient ζ t The previous value is used again. The rate of change calculation unit 301 calculates the first torque target value T. m1 * Rate of change δT m1 *Greater than the rate of change threshold δT TH The dynamic characteristic calculation flag FLG is set to "1". On the other hand, the rate of change calculation unit 301 calculates the first torque target value T. m1 * Rate of change δT m1 * represents the rate of change threshold δT TH The dynamic characteristic calculation flag FLG is set to "0" in the following case. The rate of change calculation unit 301 inputs the dynamic characteristic calculation flag FLG to, for example, the standard response calculation unit 302.

[0206] The standard response calculation unit 302 calculates the forward and backward acceleration A at least in driving scenarios where the likelihood of forward and backward vibration is high. L1 Standard Response A L1-ref In this embodiment, the standard response calculation unit 302 calculates the acceleration A before and after the dynamic characteristic calculation flag FLG is "1". L1 Standard Response A L1-ref .

[0207] The standard response calculation unit 302 is based on the electric vehicle weight M1, the connected vehicle weight M2, and the first torque target value T. m1 *Calculate the acceleration A before and after. L1 Standard Response A L1-ref Specifically, the standard response calculation unit 302 calculates the first torque target value T. m1*Make the standard transfer characteristic G represented by the following equation (24) pF-ref (s) takes effect to calculate the acceleration A before and after according to the following formula (25). L1 Standard Response A L1-ref Forward and backward acceleration A L1 Standard Response A L1-ref It is input into the difference operation unit 303.

[0208] [Number 15]

[0209]

[0210] In addition, the standard transfer characteristic G pF-ref (s) represents the torque T from the motor m The standard response to the driving force F. As in equation (24), the standard transmission characteristic G pF-ref (s) is the transfer characteristic G in equation (17) pF (s) is set to ζ p =1. In equation (25), "M" is the total weight of the electric vehicle 100 and the connected vehicle 102 (=M1+M2). In addition to using the standard transmission characteristic G pF-ref (s) is used to replace the transitive property G pF Besides (s), the forward and backward accelerations A L1 Standard Response A L1-ref Compared with the estimated acceleration A before and after L1 ^ Similarly, the acceleration A before and after is calculated. L1 Standard Response A L1-ref This is an estimated value. Regarding the acceleration A before and after accelerations... L1 Standard Response A L1-ref The above calculation method is an example, where the acceleration A is before and after acceleration. L1 Standard Response A L1-ref It can be calculated using, for example, a vehicle model represented by the above equation (19).

[0211] The difference calculation unit 303 calculates the acceleration A before and after the actual response. L1 Compared with standard response A L1-ref The difference ΔA L1 The calculation is performed. In this embodiment, the difference calculation unit 303 calculates the difference by measuring the forward and backward accelerations A, which are the actual response. L1 Subtract standard response A L1-ref To calculate the difference ΔA L1 Furthermore, after the dynamic characteristic operation flag FLG becomes "1", the difference operation unit 303 continuously operates the difference ΔA for at least a predetermined period PP. L1 That is, the difference ΔA L1This forms a data sequence that can change over time. The difference ΔA calculated by the difference calculation unit 303... L1 It is input to the feature quantity calculation unit 304. Furthermore, it is used to calculate the difference ΔA. L1 The "specified period PP" is sufficient to obtain the difference ΔA to a degree that allows for frequency analysis. L1 The time interval of the time series data is predetermined, for example, to be about 1 to a few seconds, through experiments or simulations. Furthermore, when the possible frequency range of preceding and following oscillations is determined through experiments or simulations, the difference calculation unit 303 can calculate the difference ΔA to be output. L1 Filtering is performed to extract the components within the determined frequency range. In this case, the difference ΔA is superimposed. L1 Noise (such as noise corresponding to interference) is removed, thus improving the accuracy of front-to-back vibration suppression.

[0212] The feature quantity calculation unit 304 calculates the feature quantity of the forward and backward vibration generated by the connection of the connecting vehicle 102 to the connecting part 101, thereby determining the dynamic characteristics of the connecting part 101 to which the connecting vehicle 102 is connected. In this embodiment, the feature quantity calculation unit 304 is based on the forward and backward acceleration A as the actual response. L1 Compared with standard response A L1-ref The difference ΔA L1 To calculate the natural vibration frequency ω, which is a characteristic quantity of the preceding and following vibrations. t and attenuation coefficient ζ t That is, the feature quantity calculation unit 304 maintains the difference ΔA within the specified period PP. L1 And calculate the natural vibration frequency ω based on its time series data. t and attenuation coefficient ζ t The feature quantity calculation unit 304 can calculate the difference ΔA. L1 Time series data are subjected to frequency analysis, such as FFT (Fast Fourier Transform), to calculate the natural vibration frequency ω. t and attenuation coefficient ζ t In this embodiment, the feature quantity calculation unit 304 simply calculates the difference ΔA between the specified period PP and the feature quantity calculation unit 304. L1 The natural vibration frequency ω is calculated from the number of peaks (or valleys) formed and the changes in amplitude. t and attenuation coefficient ζ t .

[0213] As described above, at the natural vibration frequency ω calculated by the characteristic quantity calculation unit 304 t and attenuation coefficient ζ t In the calculation, the viscous property C of the connecting part 101 is not used. F and elastic properties K FThat is, the feature quantity calculation unit 304 calculates the natural vibration frequency ω, which is a feature quantity of the forward and backward vibration, using a method different from that of the feature quantity calculation unit 62 in the first embodiment. t and attenuation coefficient ζ t The dynamic characteristics of the connecting part 101 are determined by the characteristic quantity calculation unit 304, which calculates the natural vibration frequency ω. t and attenuation coefficient ζ t It is input into the dynamic characteristic setting unit 305.

[0214] Furthermore, in this embodiment, the feature quantity calculation unit 304 calculates the difference ΔA L1 With acceleration threshold ΔA TH Compare them. Furthermore, in the difference ΔA L1 Greater than the acceleration threshold ΔA TH At that time, the feature quantity calculation unit 304 maintains the difference ΔA L1 Time series data, based on difference ΔA L1 Time series data is used to calculate the natural vibration frequency ω t and attenuation coefficient ζ t That is, in the difference ΔA L1 The amplitude of all or part of the amplitude is greater than the acceleration threshold ΔA TH When the specified amplitude is large enough to produce non-negligible forward and backward vibrations, the characteristic quantity calculation unit 304 calculates based on the difference ΔA. L1 New intrinsic vibrational frequency ω of time series data t and attenuation coefficient ζ t On the other hand, in the difference ΔA L1 The amplitude of the acceleration is the acceleration threshold ΔA over the entire range of PP during the specified period. TH In the following scenario, the feature quantity calculation unit 304 determines that the front-to-back vibration can be substantially ignored even if it occurs. Then, the feature quantity calculation unit 304 sets (resets) the dynamic characteristic calculation flag FLG to "0" and does not perform calculations based on the difference ΔA. L1 The new natural vibration frequency ω t and attenuation coefficient ζ t The calculation involves pre-determining the acceleration threshold ΔA through experiments or simulations. TH .

[0215] The dynamic characteristic setting unit 305 sets the natural vibration frequency ω, which is ultimately used as the dynamic characteristic of the connection part 101, to the first vibration reduction correction processing unit 306. t and attenuation coefficient ζ t .

[0216] In this embodiment, the natural vibration frequency ω is predetermined. t initial value ω t0 (Not shown) and attenuation coefficient ζt initial value ζ t0 (Not shown). Therefore, when the dynamic characteristic calculation flag FLG is not "1", the characteristic quantity calculation unit 304 does not recalculate the natural vibration frequency ω. t and attenuation coefficient ζ t At that time, the dynamic characteristic setting unit 305 sets the initial value ω t0 ζ t0 The inherent vibration frequency ω is set as the final dynamic characteristic of the connecting part 101. t and attenuation coefficient ζ t Initial value ω t0 ζ t0 For example, based on the viscous properties C of the connecting part 101 F and elastic properties K F The design incorporates elements such as vehicle models of electric vehicles (e.g., 100).

[0217] On the other hand, the feature quantity calculation unit 304 is based on the front and rear acceleration A as the actual response. L1 Compared with standard response A L1-ref The difference ΔA L1 To recalculate the natural vibration frequency ω t and attenuation coefficient ζ t At that time, the dynamic characteristic setting unit 305 will recalculate the natural vibration frequency ω t and attenuation coefficient ζ t Compare with existing constants. Existing constants are the natural vibration frequency ω, which is already used as a dynamic characteristic of the connector 101. t and attenuation coefficient ζ t For example, their previous value ω tz ζ tz (Not shown). Natural vibration frequency ω t and attenuation coefficient ζ t The previous values ​​ω tz ζ tz For example, their initial value ω t0 ζ t0 .

[0218] More specifically, the dynamic characteristic setting unit 305 recalculates the natural vibration frequency ω from the characteristic quantity calculation unit 304. t With natural vibration frequency ω t Previous value ω tz The deviation is the frequency deviation δω t Perform the calculation and compare it with the frequency threshold δω TH Comparison is performed. A pre-defined frequency threshold δω is established through experiments or simulations. TH Furthermore, in the frequency deviation δω t Greater than the frequency threshold δωTH At that time, the dynamic characteristic setting unit 305 sets the natural vibration frequency ω, which is used as the dynamic characteristic of the connection unit 101, to be used. t The natural vibration frequency ω is updated to be recalculated by the characteristic quantity calculation unit 304. t On the other hand, in the frequency deviation δω t Frequency threshold δω TH In the following case, the dynamic characteristic setting unit 305 uses the natural vibration frequency ω, which is used as the dynamic characteristic of the connection unit 101. t Maintain the previous value ω tz That is, the dynamic characteristic setting unit 305 sets the natural vibration frequency ω. t When the natural vibration frequency ω deviates more than a specified amount from the existing constant, the natural vibration frequency is updated. t .

[0219] Similarly, the dynamic characteristic setting unit 305 recalculates the attenuation coefficient ζ from the characteristic quantity calculation unit 304. t With attenuation coefficient ζ t Previous value ζ tz The deviation is the attenuation coefficient deviation δζ t Perform the calculation and compare it with the attenuation coefficient threshold δζ TH Comparisons were made. The attenuation coefficient threshold δζ was pre-defined through experiments or simulations. TH Furthermore, in the attenuation coefficient deviation δζ t Greater than the attenuation coefficient threshold δζ TH At that time, the dynamic characteristic setting unit 305 sets the attenuation coefficient ζ, which is used as the dynamic characteristic of the connection unit 101. t The attenuation coefficient ζ is updated to be recalculated by the feature quantity calculation unit 304. t On the other hand, regarding the attenuation coefficient deviation δζ t The attenuation coefficient threshold δζ TH In the following case, the dynamic characteristic setting unit 305 will use the attenuation coefficient ζ, which is used as the dynamic characteristic of the connection unit 101. t Maintain the previous value ζ tz That is, the dynamic characteristic setting unit 305 sets the attenuation coefficient ζ. t When the attenuation coefficient ζ deviates from the existing constant by a specified amount, update the attenuation coefficient. t In addition, the natural vibration frequency ω t and attenuation coefficient ζ t They can be updated or maintained independently of each other.

[0220] Furthermore, the dynamic characteristic setting unit 305 limits the settable natural vibration frequency ω. t The range. Specifically, the dynamic characteristic setting unit 305 sets the natural vibration frequency ω. tDefine upper and lower limits, and update or maintain the natural vibration frequency ω within the range of these upper and lower limits. t Natural vibration frequency ω t The upper and lower limits are used to specify the natural vibration frequencies ω that can actually be taken during traction. t The range is predetermined through experiments or simulations. Similarly, the dynamic characteristic setting unit 305 limits the settable attenuation coefficient ζ. t The range. Specifically, the dynamic characteristic setting unit 305 sets the attenuation coefficient ζ. t Define an upper and lower limit, and update or maintain the attenuation coefficient ζ within the range of the upper and lower limits. t Attenuation coefficient ζ t The upper and lower limits are used to specify the attenuation coefficient ζ that can be realistically taken during traction. t The range is predetermined through experiments or simulations. In this way, the dynamic characteristic setting unit 305 can set the natural vibration frequency ω. t and attenuation coefficient ζ t The range is limited to the actual range. Therefore, even the natural vibration frequency ω in the characteristic quantity calculation unit 304... t and attenuation coefficient ζ t Even with estimation errors, the behavior of electric vehicle 100 will not become unpredictable and unstable due to these estimation errors.

[0221] The first vibration damping and correction processing unit 306 sets the natural vibration frequency ω through the dynamic characteristic setting unit 305. t and attenuation coefficient ζ t In addition, the first vibration reduction and correction processing unit 63 of the first embodiment (see reference) Figure 8 Similarly, it is configured such that the first vibration reduction correction processing unit 306 is based on the natural vibration frequency ω set by the dynamic characteristic setting unit 305. t and attenuation coefficient ζ t To correct the first torque target value T m1 *, thereby calculating the second torque target value T m2 *

[0222] The natural vibration frequency ω of the electric vehicle 100 configured as described above in the third embodiment will be discussed below. t The functions involved in the setting of etc. will be explained.

[0223] Figure 17 It is a flowchart related to the updating of natural vibration frequencies, etc. For example... Figure 17 As shown, in step S301, the rate of change calculation unit 301 calculates the first torque target value T. m1 * Rate of change δT m1 * In step S302, the rate of change calculation unit 301 calculates the first torque target value T.m1 * Rate of change δT m1 *With the rate of change threshold δT TH Compare the results and set the dynamic characteristic operation flag FLG.

[0224] In step S302, the first torque target value T m1 * Rate of change δT m1 *Greater than the rate of change threshold δT TH In this case, the dynamic characteristic calculation flag FLG is set to "1", and the process proceeds to step S303. This is a driving scenario where front-to-back vibrations are highly likely to occur during traction driving. On the other hand, in step S302, the first torque target value T... m1 * Rate of change δT m1 * represents the rate of change threshold δT TH In the following cases, the natural vibration frequency ω t and attenuation coefficient ζ t Maintain the previous value ω tz ζ tz The update process shown in the flowchart is now complete. This is a driving scenario where forward and backward vibrations are unlikely to occur during traction.

[0225] In step S303, the standard response calculation unit 302 calculates the electric vehicle weight M1, the connected vehicle weight M2, and the first torque target value T. m1 *, to calculate the acceleration A before and after. L1 Standard Response A L1-ref In step S304, the difference calculation unit 303 calculates the acceleration A before and after the actual response. L1 Compared with standard response A L1-ref The difference ΔA L1 In step S305, the feature quantity calculation unit 304 calculates the difference ΔA. L1 With acceleration threshold ΔA TH The comparison is used to determine whether there is a non-negligible forward and backward vibration.

[0226] In step S305, the difference ΔA L1 Acceleration threshold ΔA TH When the resulting forward and backward vibrations are negligible, the natural vibration frequency ω t and attenuation coefficient ζ t Maintain the previous value ω tz ζ tz The update process shown in the flowchart has ended.

[0227] On the other hand, in step S305, in the difference ΔA L1 Greater than the acceleration threshold ΔA THWhen the time comes, proceed to step S306, the feature quantity calculation unit 304 holds the difference ΔA within the specified period PP. L1 Then, in step S307, the feature quantity calculation unit 304 calculates the feature quantity based on the maintained difference ΔA. L1 The new natural vibration frequency ω is calculated using time series data. t and attenuation coefficient ζ t .

[0228] Then, in step S308, the dynamic characteristic setting unit 305 calculates the natural vibration frequency ω from the characteristic quantity calculation unit 304. t The current value and the natural vibration frequency ω t Previous value ω tz The deviation is the frequency deviation δω t Perform the calculation and compare it with the frequency threshold δω TH A comparison is made. In step S308, the frequency deviation δω is compared. t Greater than the frequency threshold δω TH And it is determined to be the natural vibration frequency ω t If a non-negligible error occurs, the process proceeds to step S309, where the dynamic characteristic setting unit 305 sets the natural vibration frequency ω of the connection unit 101. t The new natural vibration frequency ω is updated to be calculated by the characteristic quantity calculation unit 304. t On the other hand, in step S308, the frequency deviation δω t Frequency threshold δω TH The following is determined to be the natural vibration frequency ω t If almost no error occurs, skip step S309.

[0229] Similarly, in step S310, the dynamic characteristic setting unit 305 calculates the attenuation coefficient ζ from the characteristic quantity calculation unit 304. t The current value and the attenuation coefficient ζ t Previous value ζ tz The deviation is the attenuation coefficient deviation δζ t Perform the calculation and compare it with the attenuation coefficient threshold δζ TH A comparison is made. In step S310, the attenuation coefficient deviation δζ is compared. t Greater than the attenuation coefficient threshold δζ TH And it is determined to be the attenuation coefficient ζ t If a non-negligible error occurs, the process proceeds to step S311, where the dynamic characteristic setting unit 305 adjusts the attenuation coefficient ζ of the connection unit 101. t Updated to the new attenuation coefficient ζ calculated by the feature quantity calculation unit 304. t On the other hand, in step S310, the attenuation coefficient deviation δζ tThe attenuation coefficient threshold δζ TH The following is determined to be the attenuation coefficient ζ t If almost no error occurs, skip step S311.

[0230] Figure 18 This indicates that the natural vibration frequency ω needs to be updated. t The forward and backward acceleration A in the driving scenario. L1 The timing diagram for etc. Figure 18 (A) shows the first target torque value T. m1 * Figure 18 (B) shows the second torque target value T. m2 * Figure 18 (C) shows the drive shaft torque T d . Figure 18 (D) is represented by a dashed line to show the dynamic characteristic operation flag FLG, and by a solid line to show the natural vibration frequency ω obtained from counting. t . Figure 18 (E) indicates the motor speed ω m . Figure 18 (F) is represented by a solid line to show the forward and backward acceleration A of the electric vehicle 100. L1 (Actual response), indicated by dashed lines representing the acceleration A before and after acceleration. L1 Standard Response A L1-ref For reference, Figure 18 (G) is represented by a solid line to show the forward and backward acceleration A of the vehicle 102. L2 (Actual response), indicated by dashed lines representing the acceleration A before and after acceleration. L2 Standard Response A L2-ref . Figure 18 (H) indicates the front-rear acceleration A of electric vehicle 100. L1 Its standard response A L1-ref The difference ΔA L1 .also, Figure 18 The horizontal axis of each curve in the graph represents time [s]. Furthermore, time t1 is the start time of the driver's accelerator pedal operation, and time t2 is the time after a specified period PP has elapsed from time t1.

[0231] like Figure 18 As shown in (A), when the accelerator pedal is operated at time t1, the first torque target value T is determined based on the amount of operation. m1 The ramp input is used. Therefore, the dynamic characteristic calculation flag FLG is set to "1". Furthermore, as... Figure 18 As shown in (B) and (C), the second torque target value T m2 * and drive shaft torque T d Follow the first torque target value T m1*and increase. Furthermore, such as Figure 18 As shown in (E), after time t1, the motor speed ω m It generally increases over time.

[0232] In addition, such as Figure 18 As shown in (F), in this example, the forward and backward acceleration A of the electric vehicle 100 L1 It produces vibration. Additionally, such as... Figure 18 As shown in (G), with the preceding and following accelerations A L1 Correspondingly, the vibrations connect the front and rear accelerations A of vehicle 102. L2 Vibration is also generated. That is, front-to-back vibration is generated in the electric vehicle 100 and the coupled vehicle 102. Moreover, as in Figure 18 The difference ΔA in (H) L1 As indicated, the forward and backward acceleration A L1 The vibration has a standard response A L1-ref The amplitude is not negligible, therefore, as Figure 18 As shown in (D), the dynamic characteristic calculation flag FLG remains "1" from time t1 until time t2 after a specified period PP. Therefore, the characteristic calculation unit 304 maintains the difference ΔA within the specified period PP. L1 Time series data, such as Figure 18 As shown in (D), by comparing the difference ΔA L1 The peaks of the time series data are counted to determine the natural vibration frequency ω of the preceding and following vibrations. t Similarly, the feature quantity operation unit 304 is based on the difference ΔA L1 The attenuation coefficient ζ of the preceding and following vibrations is determined by the decrease in amplitude. t Here, the inherent vibration frequency ω used as the dynamic characteristic of the connecting part 101 is... t and attenuation coefficient ζ t The natural vibration frequency ω is updated to be obtained by the characteristic quantity calculation unit 304. t and attenuation coefficient ζ t .

[0233] Figure 19 This shows the updated natural vibration frequency ω t The subsequent forward and backward acceleration A L1 The timing diagram for etc. Figure 19 (A) shows the first target torque value T. m1 * Figure 19 (B) shows the second torque target value T. m2 * Figure 19 (C) shows the drive shaft torque T d . Figure 19(D) is represented by a dashed line to show the dynamic characteristic operation flag FLG, and by a solid line to show the natural vibration frequency ω obtained from counting. t . Figure 19 (E) indicates the motor speed ω m . Figure 19 (F) is represented by a solid line to show the forward and backward acceleration A of the electric vehicle 100. L1 (Actual response), indicated by dashed lines representing the acceleration A before and after acceleration. L1 Standard Response A L1-ref For reference, Figure 19 (G) is represented by a solid line to show the forward and backward acceleration A of the vehicle 102. L2 (Actual response), indicated by dashed lines representing the acceleration A before and after acceleration. L2 Standard Response A L2-ref . Figure 19 (H) indicates the front-rear acceleration A of electric vehicle 100. L1 Its standard response A L1-ref The difference ΔA L1 .also, Figure 19 The horizontal axis of each curve in the graph represents time [s]. Furthermore, time t3 is the start time of the driver's accelerator pedal operation, and time t4 is the time after a specified period PP has elapsed from time t3.

[0234] like Figure 19 As shown in (A), when updating the natural vibration frequency ω t After that, when the accelerator pedal is operated at time t3, the first torque target value T is determined based on the amount of operation. m1 * The ramp input. Therefore, the dynamic characteristic operation flag FLG is set to "1". Furthermore, as... Figure 19 As shown in (B) and (C), the second torque target value T m2 * and drive shaft torque T d Follow the first torque target value T m1 *and increase. Additionally, such as Figure 19 As shown in (E), after time t3, the motor speed ω m It increases roughly over time. These behaviors are related to the renewal of the natural vibrational frequency ω. t Before ( Figure 18 )same.

[0235] On the other hand, such as Figure 19 As shown in (F), by updating the natural vibration frequency ω t Etc., suppressed the forward and backward acceleration A of the electric vehicle 100. L1 The vibration. Additionally, such as Figure 19 As shown in (G), the forward and backward acceleration A of the connected vehicle 102 is also suppressed. L2The vibration. Therefore, as Figure 19 As shown in (H), the difference ΔA L1 It does not have a significant amplitude. Therefore, the dynamic characteristic calculation flag FLG is reset by the characteristic quantity calculation unit 304, and is set to "0" at least from time t3 to time t4. Consequently, the characteristic quantity calculation unit 304 does not calculate based on the difference ΔA. L1 The new natural vibration frequency ω t and attenuation coefficient ζ t The inherent vibration frequency ω used as the dynamic characteristic of the connecting part 101 t and attenuation coefficient ζ t Maintain the previous value ω tz ζ tz As a result, the front and rear vibrations of the electric vehicle 100 and the connected vehicle 102 were also appropriately suppressed.

[0236] As described above, in the electric vehicle 100 according to the third embodiment, based on the front-rear acceleration A as the actual response... L1 Compared with standard response A L1-ref The difference ΔA L1 To calculate the natural vibration frequency ω, which is the dynamic characteristic of the connecting part 101. t and attenuation coefficient ζ t Then, based on this difference ΔA L1 The calculated natural vibration frequency ω t and attenuation coefficient ζ t To correct the first torque target value T m1 Therefore, in the electric vehicle 100 according to the third embodiment, even in the mechanical properties (viscous properties C) of the connecting part 101, F and elastic properties K F Even when there are errors in the known values ​​of (etc.) or modeling errors in the vehicle model, the front and rear vibrations of the electric vehicle 100 and the connected vehicle 102 can be appropriately suppressed.

[0237] Furthermore, in the control described in the third embodiment, similarly to the first embodiment, the natural vibration frequency ω is directly calculated. t and attenuation coefficient ζ t The compensation for front-to-back vibrations specific to traction and the compensation for vibrations of the power transmission mechanism are performed separately. However, the control involved in the third embodiment described above can also be implemented in a structure that substantially integrates the compensation for front-to-back vibrations specific to traction and the compensation for vibrations of the power transmission mechanism, as in the second embodiment.

[0238] Figure 20This is a block diagram showing a partial structure of the vibration damping control unit 33, illustrating the compensation for front-to-back vibrations and power transmission mechanism vibrations specific to traction travel, which are essentially performed as a single unit. In the case where the compensation for front-to-back vibrations and power transmission mechanism vibrations specific to traction travel is performed as a single unit, such as... Figure 20 As shown, the feedforward compensation unit 64 of the vibration reduction control unit 33 is configured based on the first torque target value T. m1 *Directly calculate the fourth torque target value T m4 * Furthermore, specifically, the feedforward compensation unit 64 comprises an electric vehicle model 91, a connected vehicle model 92, a compensation torque calculation unit 93, and a vibration reduction correction processing unit 94. That is, the overall structure is the same as in the second embodiment.

[0239] When the control of the third embodiment is implemented in such a vibration reduction control unit 33 (feedforward compensation unit 64), such as Figure 20 As shown, the viscous property C F and elastic properties K F The weight of the electric vehicle M1 or the weight of the connected vehicle M2 can be determined based on the natural vibration frequency ω set by the dynamic characteristic setting unit 305. t and attenuation coefficient ζ t And change. That is, the dynamic characteristic setting unit 305 is configured to: based on the set natural vibration frequency ω t and attenuation coefficient ζ t The viscous property C included in the connected vehicle model 92 F and elastic properties K F The electric vehicle weight M1 included in the electric vehicle model 91, or the connected vehicle weight M2 included in the connected vehicle model 92, is corrected. The dynamic characteristic setting unit 305 can set the natural vibration frequency ω to be set according to the above-mentioned motion equation or vehicle model. t and attenuation coefficient ζ t The corresponding viscosity property C F and elastic properties K F The weight of the electric vehicle M1 or the weight of the connected vehicle M2 is calculated in reverse.

[0240] For example, at the natural vibration frequency ω t When updated, the dynamic characteristic setting unit 305 sets the corresponding natural vibration frequency ω. t The corresponding elastic property K F (Hereinafter referred to as the corrected elastic property K) F (Not shown) The calculation is performed. Then, the dynamic characteristic setting unit 305 will link the elastic characteristic K of the vehicle model 92. F Updated to the corrected elastic property K FTherefore, similar to the control in the third embodiment described above, even in the mechanical properties (viscous properties C) of the connecting portion 101, F and elastic properties K F Even when there are errors in the known values ​​of (etc.) or modeling errors in the vehicle model, the front and rear vibrations of the electric vehicle 100 and the connected vehicle 102 can be appropriately suppressed.

[0241] Additionally, for example, in the attenuation coefficient ζ t When updated, the dynamic characteristic setting unit 305 adjusts the corresponding attenuation coefficient ζ. t The corresponding viscosity property C F (Below, referred to as corrected viscosity property C) F (Not shown) is used for calculation. Then, the dynamic characteristic setting unit 305 will link the viscous characteristic C of the vehicle model 92. F Updated to this corrected viscosity property C F Therefore, similar to the control in the third embodiment described above, even in the mechanical properties (viscous properties C) of the connecting portion 101, F and elastic properties K F Even when there are errors in the known values ​​of (etc.) or modeling errors in the vehicle model, the front and rear vibrations of the electric vehicle 100 and the connected vehicle 102 can be appropriately suppressed.

[0242] Natural vibration frequency ω t It is related to the elastic property K F The parameters are directly related, therefore, as mentioned above, when updating the natural vibration frequency ω t In this case, it is particularly preferred that the dynamic characteristic setting unit 305 sets the elastic characteristic K. F Updated to correct elastic property K F Additionally, the attenuation coefficient ζ t It is related to the viscous property C F The parameters are directly related, therefore, as mentioned above, when updating the attenuation coefficient ζ t In this case, it is particularly preferred that the dynamic characteristic setting unit 305 sets the viscosity characteristic C. F Updated to correct viscosity property C F However, in the vibration reduction control unit 33, which compensates for the front and rear vibrations and the vibrations of the power transmission mechanism that are inherent to traction travel in a substantially integrated manner, as long as the natural vibration frequency ω that should be set is obtained... t and attenuation coefficient ζ t relative vehicle speed Δv 12 Therefore, it is not necessary to directly update the elasticity property K. F and viscosity properties C F Instead, it is based on the inherent vibration frequency ω that should be set. t and attenuation coefficient ζt Update other parameters. For example, the dynamic characteristic setting unit 305 can update the natural vibration frequency ω that should be set. t or attenuation coefficient ζ t The corresponding electric vehicle weight M1 (hereinafter referred to as the corrected electric vehicle weight M1′ (not shown)) is calculated, and the electric vehicle weight M1 contained in the electric vehicle model 91 is updated to the corrected electric vehicle weight M1′. Similarly, the dynamic characteristic setting unit 305 can set the corresponding natural vibration frequency ω. t or attenuation coefficient ζ t The corresponding connected vehicle weight M2 (hereinafter referred to as the corrected connected vehicle weight M2′ (not shown)) is calculated, and the connected vehicle weight M2 included in the connected vehicle model 92 is updated to the corrected connected vehicle weight M2′. In these cases, similar to the control in the third embodiment described above, even the mechanical properties (viscous properties C) of the connecting part 101 are adjusted. F and elastic properties K F Even when there are errors in the known values ​​of (etc.) or modeling errors in the vehicle model, the front and rear vibrations of the electric vehicle 100 and the connected vehicle 102 can be appropriately suppressed.

[0243] Furthermore, the dynamic characteristic setting unit 305 can set the natural vibration frequency ω according to the desired setting. t or attenuation coefficient ζ t To calculate and correct the elastic property K F ′、Corrected viscosity properties C F The dynamic characteristic setting unit 305 adjusts two or more parameters among the electric vehicle weight M1′ and the connected vehicle weight M2′, and updates the corresponding multiple parameters. However, the dynamic characteristic setting unit 305 preferably sets the parameters based at least on the natural vibration frequency ω to be set. t To correct the elastic property K F Furthermore, the dynamic characteristic setting unit 305 is more preferably based on the inherent vibration frequency ω to be set. t and attenuation coefficient ζ t To correct the elastic property K F and viscosity properties C F .

[0244] As described above, the third embodiment can be implemented independently of the first or second embodiment. However, the third embodiment can be implemented together with the first or second embodiment. When the control involved in the third embodiment is implemented together with the control involved in the first embodiment, for example, the inherent vibration frequency ω in the third embodiment... t and attenuation coefficient ζ t initial values ​​ω t0 ζ t0The natural vibration frequency ω calculated by the feature quantity calculation unit 62 of the first embodiment is changed to... t and attenuation coefficient ζ t That is sufficient. When implementing the control according to the third embodiment together with the control according to the second embodiment, the structure can be set as follows: Based on setting the electric vehicle weight M1 and the connected vehicle weight M2 according to the estimated results of the electric vehicle weight M1 and the connected vehicle weight M2 respectively, as in the second embodiment, further based on the set natural vibration frequency ω... t and attenuation coefficient ζ t To update the elasticity property K F Viscosity property C F The weight of the electric vehicle is M1 or the weight of the connected vehicle is M2.

[0245] Thus, when the control of the electric vehicle 100 according to the third embodiment is implemented together with the control of the first embodiment or the second embodiment, the state in which the front-to-back vibration is suppressed by the control of the first embodiment or the second embodiment becomes the standard state. Moreover, the control according to the third embodiment is configured to reliably suppress (compensate) the vibration caused by the elastic characteristic K. F Viscosity property C F The known values ​​contain errors or modeling errors of the electric vehicle 100, etc., and the front and rear vibrations still remain. Therefore, when the control of the electric vehicle 100 according to the third embodiment is implemented together with the control of the first embodiment or the second embodiment, the front and rear vibrations of the electric vehicle 100 and the connected vehicle 102 can be suppressed particularly ideally.

[0246] <Variation Example>

[0247] Furthermore, in the above embodiments, as described above, the electric vehicle 100 has a traction drive switch 28, based on the traction drive signal SW output by the traction drive switch 28. T The method used to determine whether the vehicle 102 is connected at the connection point 101 is not limited to this. For example, a traction control switch 28 may also be provided at the connection point 101. In this case, when the vehicle 102 is connected at the connection point 101, the traction control signal SW is activated regardless of the operation of the driver or others. TIt automatically turns on. Alternatively, when the electric vehicle 100 is equipped with a rear-facing camera that captures images of the vehicle's rear, the image captured by the rear-facing camera can be used to identify the connected vehicle 102, and the motor controller 13 can determine whether the connected vehicle 102 is connected to the connection point 101 based on the identification result. Alternatively, when the weight M2 of the connected vehicle is a significant value, specifically, for example, when the estimated weight M2 is above a predetermined threshold, the motor controller 13 determines that the connected vehicle 102 is connected to the connection point 101. In this case, regardless of the operation of the traction control switch 28 by the driver or other personnel, or the identification processing of the connected vehicle 102 by the rear-facing camera, it is possible to simply and directly determine whether the connected vehicle 102 is connected to the connection point 101 based on whether the weight M2 of the connected vehicle is detected.

[0248] Furthermore, in the above embodiments, the weights M1 and M2 of the electric vehicle 100 and the connected vehicle 102 are estimated, but these values ​​can also be set to predetermined values. For example, when it is considered that the change in the weight M1 of the electric vehicle 100 can be ignored, the design weight M of the electric vehicle 100 can be used. ini Furthermore, the weight M2 of the connected vehicle 102 can be set to a selective manual input corresponding to the vehicle model, etc. In this way, even if the weights M1 and M2 of the electric vehicle 100 and the connected vehicle 102 are not estimated sequentially and are set to predetermined values, the same vibration reduction effect on the front-to-back vibrations characteristic of traction travel can be obtained as in the embodiments described above. However, by sequentially estimating the weights M1 and M2 of the electric vehicle 100 and the connected vehicle 102 as in the embodiments described above, the front-to-back vibrations characteristic of traction travel can be suppressed particularly accurately.

[0249] Furthermore, while the vibration of the power transmission mechanism is suppressed in the above embodiments, the vibration suppression control of the power transmission mechanism can be omitted when the electric vehicle 100 does not have a drive shaft 22. That is, the vibration suppression unit 37 of the power transmission mechanism can be omitted.

[0250] In addition, in the above embodiments, in order to determine the dynamic characteristics of the connection portion 101 to which the connecting vehicle 102 is connected, the viscous characteristic C is considered as the mechanical characteristic of the connection portion 101. F and elastic properties K F However, this is not the only limitation. When the connecting portion 101 includes a gear, the backlash of that gear can be taken into account. Therefore, the dynamic characteristics of the connecting portion 101 to which the connecting vehicle 102 is connected can be determined with particular accuracy. However, the viscous characteristic C is considered at least by taking into account the mechanical characteristics of the connecting portion 101. F and elastic properties K FThe dynamic characteristics of the connection part 101 of the connected vehicle 102 can be determined to a degree that can easily and sufficiently suppress the front and rear vibrations characteristic of traction travel.

[0251] In the above embodiments, the dynamic characteristics of the connecting part 101 are determined by the viscous characteristic C. F and elastic properties K F It is confirmed, but the dynamic characteristics of the connecting part 101 can also be determined by the elastic characteristic K. F and viscosity properties C F Either of these factors must be determined. However, in order to reliably suppress forward and backward vibrations, the dynamic characteristics of the connection 101 are preferably determined by at least the elastic characteristic K. F Confirmed. That is, the first vibration reduction correction process is based at least on the natural vibration frequency ω. t To suppress the first torque target value T m1 *Included natural vibration frequency ω t The components are sufficient. Furthermore, if the first vibration reduction correction treatment is based on the natural vibration frequency ω... t and attenuation coefficient ζ t And based on the attenuation coefficient ζ t To suppress the first torque target value T m1 *Included natural vibration frequency ω t The ingredients are even better.

[0252] In the above embodiments, the electric vehicle 100 calculates the first torque target value T based on vehicle operations (accelerator pedal operation, etc.) performed by the driver. m1 *, but not limited to this. Sometimes the electric vehicle 100 performs vehicle operation. For example, when the electric vehicle 100 is an autonomous vehicle, or when the electric vehicle 100 assists the driver in vehicle operation as needed, the electric vehicle 100 can calculate (determine) the first torque target value T based on its own judgment, independent of the vehicle operation performed by the driver. m1 *. That is, "vehicle operation" includes not only the driver's operation of the accelerator pedal, but also the operation of the electric vehicle 100 to set or change vehicle variables that can be set or changed by the driver's operation based on its own judgment.

[0253] In the above embodiments, the forward and backward vibrations of the electric vehicle 100 and the connected vehicle 102 are relative and related, therefore the forward and backward acceleration A of the electric vehicle 100 is used. L1 The calculations can be replaced by using the forward and backward acceleration A of the connected vehicle 102. L2 Calculations, etc. Furthermore, in the above embodiments, the forward and backward acceleration A of the electric vehicle 100 is used. L1 The calculations can be replaced by the forward and backward acceleration A of an electric vehicle of 100.L1 and the forward and backward acceleration A of the connected vehicle 102 L2 Calculations, etc. However, depending on the specific connected vehicle 102, it may not be possible to obtain its front-to-rear acceleration A. L2 Therefore, it is preferable to configure the vehicle as described in the above embodiments to obtain the front-rear acceleration A of the electric vehicle 100. L1 And utilize this forward and backward acceleration A L1 .

[0254] As described above, the control method for the electric vehicle involved in the various embodiments and modifications described above is a control method for an electric vehicle 100. This electric vehicle 100 has a motor 10 as a drive source and a connecting part 101 for connecting to other vehicles. The electric vehicle 100 travels by towing other vehicles connected to the connecting part 101, namely, connected vehicles 102. In this control method, the control is based on vehicle operation (accelerator pedal opening A). po The torque (motor torque T) that motor 10 should output is calculated using (etc.). m The basic torque target value (first torque target value T) m1 *). Furthermore, based on the dynamic characteristics of the connection portion 101 connected to the connected vehicle 102, a correction process (first vibration reduction correction process) is applied to the basic torque target value to suppress the front-to-back vibration components generated in the electric vehicle 100 due to the connection of the connected vehicle 102 to the connection portion 101. From this, the relationship with the motor torque T is calculated. m The final command value is the final torque command value (the sixth torque target value T). m6 *). Then, motor 10 is controlled based on this final torque command value.

[0255] In this way, by performing correction processing to suppress the front and rear vibrations specific to traction travel, it is possible to achieve the torque increase and smooth acceleration requested by vehicle operation. In particular, if front and rear vibrations occur during traction travel, it is difficult to achieve both the requested torque increase and smooth acceleration, but if the front and rear vibrations are suppressed by the first vibration reduction correction processing, it is possible to achieve both the requested torque increase and smooth acceleration.

[0256] In the control methods for electric vehicles described in the above embodiments and variations, in the correction process for suppressing front and rear vibration components (first vibration reduction correction process), the weight of the electric vehicle 100 (electric vehicle weight M1), the weight of the connecting vehicle 102 (connecting vehicle weight M2), and the mechanical properties (viscous properties C) of the connecting part 101 are used as the basis for the control method of the electric vehicle 100. F and elastic properties K FThe dynamic characteristics of the connection part 101 of the connected vehicle 102 are determined by the electric vehicle weight M1, the connected vehicle weight M2, and the mechanical characteristics of the connection part 101. In this way, by determining the dynamic characteristics of the connection part 101 of the connected vehicle 102 based on the electric vehicle weight M1, the connected vehicle weight M2, and the mechanical characteristics of the connection part 101, the front and rear vibrations that are characteristic of traction driving can be suppressed particularly reliably.

[0257] In the control methods for electric vehicles described in the above embodiments and variations, the mechanical properties of the connecting portion 101 include at least the viscous property C of the connecting portion 101. F and elastic properties K F That is, in order to determine the dynamic characteristics of the connection portion 101 connected to the connected vehicle 102, at least the viscous characteristic C of the connection portion 101 must be considered. F and elastic properties K F Thus, by at least utilizing the viscous property C of the connecting part 101 F and elastic properties K F It is possible to easily and reliably determine the dynamic characteristics of the connection part 101 of the connected vehicle 102.

[0258] In the control methods for electric vehicles described in the above embodiments and modifications, specifically, the control method is based on the longitudinal acceleration (rear acceleration A) of the electric vehicle 100. L1 To estimate the total weight M of the electric vehicle 100 and the connected vehicle 102. ^ Additionally, the suspension travel ST of the electric vehicle 100... FL ST FR ST RL ST RR To estimate the weight of electric vehicle 100 (electric vehicle weight M1). Then, by calculating the total weight M... ^ Subtract the weight of electric vehicle 100 (electric vehicle weight M1) to estimate the weight of connected vehicle 102 (connected vehicle weight M2).

[0259] The weight M2 of the coupled vehicle varies depending on the specific coupled vehicle 102. Therefore, as described above, during traction, the weights M1 of the electric vehicle and M2 of the coupled vehicle are estimated successively, thereby reliably suppressing the front-to-back vibrations characteristic of traction regardless of the specific coupled vehicle 102.

[0260] In the control methods for electric vehicles described in the above embodiments and variations, it is determined whether the connecting part 101 is connected to the connecting vehicle 102. Furthermore, if it is determined that the connecting part 101 is not connected to the connecting vehicle 102, the correction processing for suppressing the front-to-back vibrations specific to traction travel is not performed. On the other hand, if it is determined that the connecting part 101 is connected to the connecting vehicle 102, the correction processing for suppressing the front-to-back vibrations specific to traction travel is performed. Thus, by determining whether it is a traction travel scenario and performing correction processing for suppressing its specific front-to-back vibrations as needed, control stability is improved. In addition, the load on computation, etc., can be reduced.

[0261] In the control method for electric vehicles according to the first embodiment and its modifications described above, in the correction process (first vibration reduction correction process) for suppressing the front and rear vibrations unique during traction travel, the weight of the electric vehicle 100 (electric vehicle weight M1), the weight of the connected vehicle 102 (connected vehicle weight M2), and the mechanical properties (viscous properties C) of the connecting part 101 are considered. F and elastic properties K F To calculate the natural vibration frequency ω of the vibration components before and after vibration. t Furthermore, the basic torque target value (first torque target value T) is suppressed. m1 The inherent vibration frequency ω contained in *) t The components. Thus, by determining the natural vibration frequency ω t It can reliably suppress the front and rear vibrations that are characteristic of traction driving.

[0262] In the control method for electric vehicles described in the first embodiment and its variations, the correction process (first vibration reduction correction process) for suppressing the front and rear vibrations specific during traction travel is further based on the weight of the electric vehicle 100 (electric vehicle weight M1), the weight of the connected vehicle 102 (connected vehicle weight M2), and the mechanical properties (viscous properties C) of the connecting part 101. F and elastic properties K F To calculate the attenuation coefficient ζ of the vibration components before and after vibration. t Furthermore, according to this attenuation coefficient ζ t To suppress the basic torque target value (first torque target value T) m1 The inherent vibration frequency ω contained in *) t The components. Thus, by according to the attenuation coefficient ζ t Suppressing the natural vibration frequency ω t The components are particularly effective at suppressing the front and rear vibrations that are characteristic of traction driving.

[0263] In the control method for electric vehicles according to the first embodiment and its modifications described above, in particular, the correction process (first vibration reduction correction process) for suppressing the front and rear vibrations unique during traction travel is configured as follows: based on the weight of the electric vehicle 100 (electric vehicle weight M1), the weight of the connected vehicle 102 (connected vehicle weight M2), and the mechanical properties (viscous properties C) of the connecting part 101. F and elastic properties K F To calculate the natural vibration frequency ω of the vibration components before and after vibration. t and attenuation coefficient ζ t Thus, the dynamic characteristics of the connecting part 101 are determined, based on the attenuation coefficient ζ. t To suppress the basic torque target value (first torque target value T) m1 The inherent vibration frequency ω contained in *) t The components. Thus, by according to the natural vibration frequency ω t and attenuation coefficient ζ t Determine the dynamic characteristics of the connection 101, and based on the attenuation coefficient ζ t To suppress the natural vibration frequency ω t The components are particularly effective at suppressing the front and rear vibrations characteristic of traction driving.

[0264] In the control method for electric vehicles described in the first embodiment and its variations, the correction process (first vibration reduction correction process) for suppressing the front and rear vibrations unique during traction travel is achieved by using a natural vibration frequency ω. t The band-stop filter, whose center frequency is suppressed and whose attenuation coefficient (ζ of equation (20)) is set to 1 or higher, is used for the basic torque target value (first torque target value T). m1 The processing is performed using a band-stop filter to correct for the front-to-back vibrations specific to traction, thus achieving high responsiveness while suppressing these vibrations.

[0265] In the control method for electric vehicles according to the second embodiment and its modifications described above, in the correction process for suppressing the front and rear vibrations specific during traction driving (including the vibration reduction correction process of the first vibration reduction correction process), the relative vehicle speed Δv between the electric vehicle 100 and the connected vehicle 102 is calculated based on the dynamic characteristics of the connecting part 101 to which the connected vehicle 102 is connected. 12 Additionally, based on the relative vehicle speed Δv 12 To calculate the correction torque (second compensation torque T) for the preceding and following vibration components. FF2 *). Then, use the corrective torque (second compensation torque T) FF2 *) to correct the basic torque target value (first torque target value T) m1*). Thus, when using relative vehicle speed Δv 12 Correction torque (second compensation torque T) FF2 *) to correct the basic torque target value (first torque target value T) m1 Under certain conditions, it can suppress the front and rear vibrations characteristic of traction driving and achieve a particularly high responsiveness.

[0266] In the control method for electric vehicles according to the third embodiment and its modifications described above, the correction process (first vibration reduction correction process or vibration reduction correction process including the first vibration reduction correction process) for suppressing the front-rear vibrations unique during traction travel is configured as follows: based on the front-rear acceleration (A) of the electric vehicle 100... L1 To calculate the natural vibration frequency ω of the vibration components before and after vibration. t Attenuation coefficient ζ t or natural vibration frequency ω t and attenuation coefficient ζ t Both parties thereby determine the dynamic characteristics of the connection 101. This correction process (first vibration reduction correction process or vibration reduction correction process including the first vibration reduction correction process) is also configured to suppress the basic torque target value (first torque target value T). m1 The inherent vibration frequency ω contained in *) t The components. Thus, based on the front and rear acceleration A of electric vehicle 100. L1 Determine the natural vibration frequency ω t and / or attenuation coefficient ζ t And suppress the natural vibration frequency ω t Even with the same composition, the mechanical properties (viscous properties C) of the connecting part 101 are still acceptable. F and elastic properties K F The vehicle model of electric vehicle 100 contains errors, but it can reliably suppress the front and rear vibrations characteristic of traction driving. In addition, electric vehicle 100 typically has a device for detecting front and rear acceleration A. L1 Therefore, according to the control method of the electric vehicle according to the third embodiment and its modifications described above, it is not necessary to install new sensors or the like in order to suppress the front and rear vibrations that are unique to traction driving, and the front and rear vibrations can be reliably suppressed without increasing the cost.

[0267] In the control method for electric vehicles according to the third embodiment and its modifications described above, in particular, the correction process (first vibration reduction correction process or vibration reduction correction process including the first vibration reduction correction process) for suppressing the front-rear vibrations unique during traction travel is configured as follows: based on the front-rear acceleration (front-rear acceleration A) of the electric vehicle 100 L1 To calculate the natural vibration frequency ω of the vibration components before and after vibration. t and attenuation coefficient ζ tThus, the dynamic characteristics of the connecting part 101 are determined, based on the attenuation coefficient ζ. t To suppress the basic torque target value (first torque target value T) m1 The inherent vibration frequency ω contained in *) t The components. Thus, based on the longitudinal acceleration (A) of the electric vehicle 100. L1 To determine the natural vibration frequency ω t and attenuation coefficient ζ t And based on the attenuation coefficient ζ t To suppress the natural vibration frequency ω t Even with the composition of the connecting part 101, the mechanical properties (K) F C F The vehicle model of the electric vehicle 100 contains errors, and it is also able to reliably suppress the front and rear vibrations that are characteristic of traction driving.

[0268] In the control method for electric vehicles described in the third embodiment and its variations, the correction process (first vibration reduction correction process or vibration reduction correction process including the first vibration reduction correction process) for suppressing the front and rear vibrations unique during traction driving is configured to at least at the basic torque target value (first torque target value T) m1 The rate of change of * (δT) m1 *) is greater than the pre-defined threshold (δT) TH It is executed when ), thus, based on the first torque target value T. m1 * Rate of change δT m1 *Determine driving scenarios that are prone to front-to-back vibrations, and perform a first vibration reduction correction process at least in such driving scenarios, which can reliably suppress the front-to-back vibrations of the electric vehicle 100 and the connected vehicle 102.

[0269] In the control method for electric vehicles described in the third embodiment and its variations, the correction process (first vibration reduction correction process or vibration reduction correction process including the first vibration reduction correction process) for suppressing the front-rear vibrations unique during traction travel is configured as follows: calculating the front-rear acceleration (A... L1 Standard response A L1-ref Based on the obtained forward and backward acceleration (A) L1 ) and forward / backward acceleration (A) L1 Standard response A L1-ref The difference ΔA L1 To calculate the natural vibration frequency ω t and attenuation coefficient ζ t Thus, by using the difference ΔA L1 To calculate the natural vibration frequency ω t and attenuation coefficient ζ t It can be related to the elastic property K Fand viscosity properties C F The accurate natural vibration frequency ω that matches reality is estimated independently of known values ​​and modeling errors. t and attenuation coefficient ζ t As a result, the front-to-back vibrations of the electric vehicle 100 and the connected vehicle 102 can be suppressed with particular reliability. Furthermore, when the control of the electric vehicle according to the third embodiment and its modifications is implemented together with the control of the first embodiment or the second embodiment, the front-to-back vibrations that remain even when the control of the first embodiment or the second embodiment is executed can be reliably suppressed.

[0270] In the control method for electric vehicles according to the third embodiment and its modifications, the longitudinal acceleration (A) L1 Standard response A L1-ref Based on the basic torque target value (first torque target value T) m1 *), the weight of the electric vehicle 100 (M1) and the weight of the connected vehicle 102 (M2) are calculated. Thus, based on the first torque target value T m1 * The estimated values ​​of the electric vehicle's weight M1 and the connected vehicle's weight M2 are used to calculate the front-to-back acceleration A. L1 Standard Response A L1-ref It can obtain forward and backward acceleration A that matches reality. L1 Standard Response A L1-ref Therefore, it is particularly reliable to suppress the front and rear vibrations of the electric vehicle 100 and the connected vehicle 102.

[0271] In the control method for electric vehicles described in the third embodiment and its variations, the correction process (first vibration reduction correction process or vibration reduction correction process including the first vibration reduction correction process) for suppressing the front-rear vibrations unique during traction travel is configured as follows: by measuring the obtained front-rear acceleration (A... L1 ) and forward / backward acceleration (A) L1 Standard response A L1-ref The difference ΔA L1 Frequency analysis is performed to calculate the natural vibration frequency ω. t and attenuation coefficient ζ t Thus, if we measure the acceleration A before and after as the actual response... L1 With forward and backward acceleration A L1 Standard Response A L1-ref The difference ΔA L1 Frequency analysis is performed to calculate the natural vibration frequency ω. t and attenuation coefficient ζ t This allows us to obtain a remarkably accurate natural vibration frequency ω that corresponds to the actual preceding and following vibrations. t and attenuation coefficient ζ tTherefore, it is particularly reliable to suppress the front and rear vibrations of the electric vehicle 100 and the connected vehicle 102.

[0272] In the control method for electric vehicles described in the third embodiment and its variations, the correction process (first vibration reduction correction process or vibration reduction correction process including the first vibration reduction correction process) for suppressing the front and rear vibrations unique during traction travel is configured such that: the dynamic characteristics (ω) of the connecting portion 101 are... t ζ t ) relative to the previous value (ω) tz ζ tz The value of δω exceeded the pre-defined threshold. TH ,δζ TH When there are large changes, this dynamic characteristic is updated. This is achieved by updating the natural vibration frequency ω when it deviates significantly from the existing constant. t Attenuation coefficient ζ t It can suppress the natural vibration frequency ω t Attenuation coefficient ζ t The overly sensitive changes can be appropriately updated to the natural vibration frequency ω when truly needed. t Attenuation coefficient ζ t Therefore, it is particularly reliable to suppress the front and rear vibrations of the electric vehicle 100 and the connected vehicle 102.

[0273] In the control method for electric vehicles described in the third embodiment and its variations, the correction process (first vibration reduction correction process or vibration reduction correction process including the first vibration reduction correction process) for suppressing the front and rear vibrations unique during traction travel is configured such that the settable natural vibration frequency ω is... t and attenuation coefficient ζ t The range is limited to a pre-defined range (the range of values ​​that can actually be taken during traction). Thus, by using the inherent vibration frequency ω... t and attenuation coefficient ζ t The range is limited to the realistic range, even the inherent vibration frequency ω t and attenuation coefficient ζ t Including estimation errors, it can also prevent the behavior of electric vehicle 100 from becoming unstable due to the estimation errors.

[0274] In the control method for electric vehicles according to the third embodiment and its modifications described above, the correction process (first vibration reduction correction process or vibration reduction correction process including the first vibration reduction correction process) for suppressing the front-rear vibrations unique during traction travel is configured as follows: based on the front-rear acceleration (A) of the electric vehicle 100... L1 To calculate the natural vibration frequency ω of the vibration components before and after vibration. t and attenuation coefficient ζ tBased on this inherent vibration frequency ω t and attenuation coefficient ζ t To correct the mechanical properties of the connecting part 101 (K) F C F ), or the weight (M1, M2) of the electric vehicle 100 or the connected vehicle 102, based on the corrected mechanical characteristics (K) of the connecting part 101. F ′、C F The relative speed Δv between the electric vehicle 100 and the connected vehicle 102 is calculated using either the corrected weights of the electric vehicle 100 or the connected vehicle 102 (M1′, M2′). 12 Based on relative vehicle speed Δv 12 To calculate the correction torque (T) for the preceding and following vibration components. FF2 *), using the corrective torque (T) FF2 *) to correct the basic torque target value (first torque target value T) m1 *). Thus, based on the longitudinal acceleration (A) of the electric vehicle 100 L1 To determine the natural vibration frequency ω t and / or attenuation coefficient ζ t And suppress the natural vibration frequency ω t Even with the same composition, the mechanical properties (viscous properties C) of the connecting part 101 are still acceptable. F and elastic properties K F Even if the vehicle model of the electric vehicle 100 contains errors, it can still reliably suppress the front and rear vibrations characteristic of traction travel. Additionally, the electric vehicle 100 typically has a device for detecting front and rear acceleration A. L1 Therefore, according to the control method of the electric vehicle according to the third embodiment and its modifications described above, it is not necessary to install new sensors or the like in order to suppress the front and rear vibrations that are unique to traction driving, and the front and rear vibrations can be reliably suppressed without increasing the cost.

[0275] The embodiments and variations of the present invention have been described above. However, the structures described in the above embodiments and variations are merely examples of the application of the present invention and are not intended to limit the technical scope of the present invention.

[0276] This application claims priority based on Japanese Patent Application No. 2022-006018, filed with the Japan Patent Office on January 18, 2022, the entire contents of which are incorporated herein by reference.

Claims

1. A control method for an electric vehicle, the electric vehicle having a motor as a drive source and a coupling for connecting to other vehicles, the electric vehicle traveling in a manner that tows the other vehicles connected to the coupling, i.e., the coupled vehicles, in the control method for the electric vehicle, The basic torque target value, representing the torque that the motor should output, is calculated based on vehicle operation. Based on the dynamic characteristics of the connection part to which the connected vehicle is connected, the basic torque target value is subjected to correction processing to suppress the front-rear vibration components generated in the electric vehicle due to the connection of the connected vehicle to the connection part. The final command value for the torque, i.e., the final torque command value, is then calculated. The motor is controlled based on the final torque command value. in, The dynamic characteristics of the connecting part refer to the changes in the movement of the connecting part over time due to the connection of the other vehicles to the connecting part.

2. The control method for an electric vehicle according to claim 1, wherein, In the correction process, the dynamic characteristics are determined based on the weight of the electric vehicle, the weight of the connected vehicle, and the mechanical characteristics of the connection.

3. The control method for an electric vehicle according to claim 2, wherein, The mechanical properties of the connecting part include at least the viscous and elastic properties of the connecting part.

4. The control method for an electric vehicle according to claim 2, wherein, The total weight of the electric vehicle and the connected vehicle is estimated based on the longitudinal acceleration of the electric vehicle. The weight of the electric vehicle is estimated based on the amount of suspension travel of the electric vehicle. The weight of the coupled vehicle is estimated by subtracting the weight of the electric vehicle from the total weight.

5. The control method for an electric vehicle according to any one of claims 1 to 4, wherein, The correction process is configured as follows: Based on the weight of the electric vehicle, the weight of the connected vehicle, and the mechanical characteristics of the connecting part, the natural vibration frequency and attenuation coefficient of the front and rear vibration components are calculated, thereby determining the dynamic characteristics. The attenuation coefficient is used to suppress the inherent vibration frequency component contained in the basic torque target value.

6. The control method for an electric vehicle according to claim 5, wherein, The correction process is performed by processing the basic torque target value using a band-stop filter with the natural vibration frequency as the center frequency for suppression and set to an attenuation coefficient of 1 or higher.

7. The control method for an electric vehicle according to any one of claims 1 to 4, wherein, The correction process is configured as follows: The relative speed between the electric vehicle and the connected vehicle is calculated based on the dynamic characteristics. The correction torque for the front and rear vibration components is calculated based on the relative vehicle speed. The corrected torque is used to correct the basic torque target value.

8. The control method for an electric vehicle according to any one of claims 1 to 4, wherein, The correction process is configured as follows: The natural vibration frequencies and attenuation coefficients of the front-rear vibration components are calculated based on the longitudinal acceleration of the electric vehicle, thereby determining the dynamic characteristics. The attenuation coefficient is used to suppress the inherent vibration frequency component contained in the basic torque target value.

9. The control method for an electric vehicle according to claim 8, wherein, The correction process is configured to be performed at least when the rate of change of the basic torque target value is greater than a predetermined threshold.

10. The control method for an electric vehicle according to claim 8, wherein, The correction process is configured as follows: Calculate the standard response of the acceleration in the forward and backward directions. The natural vibration frequency and the attenuation coefficient are calculated based on the difference between the obtained forward and backward acceleration and the standard response of the forward and backward acceleration.

11. The control method for an electric vehicle according to claim 10, wherein, The standard response of the longitudinal acceleration is calculated based on the basic torque target value, the weight of the electric vehicle, and the weight of the connected vehicle.

12. The control method for an electric vehicle according to claim 10, wherein, The correction process is configured to calculate the natural vibration frequency and the attenuation coefficient by performing frequency analysis processing on the difference between the obtained forward and backward acceleration and the standard response of the forward and backward acceleration.

13. The control method for an electric vehicle according to claim 8, wherein, The correction process is configured to update the dynamic characteristic when the dynamic characteristic changes more than a predetermined threshold relative to the previous value.

14. The control method for an electric vehicle according to any one of claims 1 to 4, wherein, The correction process is configured as follows: The natural vibration frequency and attenuation coefficient of the front and rear vibration components are calculated based on the front-rear acceleration of the electric vehicle. The mechanical characteristics of the connecting part, or the weight of the electric vehicle or the connecting vehicle, are corrected based on the natural vibration frequency and the attenuation coefficient. The relative speeds of the electric vehicle and the connected vehicle are calculated based on the corrected mechanical characteristics of the connecting part or the corrected weight of the electric vehicle or the connected vehicle. The correction torque for the front and rear vibration components is calculated based on the relative vehicle speed. The corrected torque is used to correct the basic torque target value.

15. A control device for an electric vehicle, the electric vehicle having a motor as a drive source and a coupling for connecting to other vehicles, the electric vehicle traveling in a manner that tows the other vehicles connected to the coupling, i.e., the coupling vehicles, the control device for the electric vehicle comprising: A basic torque target value calculation unit calculates a basic torque target value representing the torque that the motor should output, based on vehicle operation; and The correction processing unit, based on the dynamic characteristics of the connection joint to which the connected vehicle is connected, performs correction processing on the basic torque target value to suppress the front-rear vibration components generated in the electric vehicle due to the connection of the connected vehicle to the connection joint, thereby calculating the final command value of the torque, i.e., the final torque command value. in, The control device of the electric vehicle controls the motor based on the final torque command value. The dynamic characteristics of the connecting part refer to the changes in the movement of the connecting part over time due to the connection of the other vehicles to the connecting part.

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